CN109421684B - Diagnostic device for brake control device - Google Patents

Diagnostic device for brake control device Download PDF

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Publication number
CN109421684B
CN109421684B CN201810878113.XA CN201810878113A CN109421684B CN 109421684 B CN109421684 B CN 109421684B CN 201810878113 A CN201810878113 A CN 201810878113A CN 109421684 B CN109421684 B CN 109421684B
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China
Prior art keywords
valve
brake
electric pump
pressure
opening
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CN201810878113.XA
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Chinese (zh)
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CN109421684A (en
Inventor
西泽浩光
岸达彦
铃木一登
小泽渡
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Suzuki Motor Corp
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Suzuki Motor Corp
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
    • B60T8/88—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration with failure responsive means, i.e. means for detecting and indicating faulty operation of the speed responsive control means
    • B60T8/90—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration with failure responsive means, i.e. means for detecting and indicating faulty operation of the speed responsive control means using a simulated speed signal to test speed responsive control means
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
    • B60T8/88—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration with failure responsive means, i.e. means for detecting and indicating faulty operation of the speed responsive control means
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T17/00—Component parts, details, or accessories of power brake systems not covered by groups B60T8/00, B60T13/00 or B60T15/00, or presenting other characteristic features
    • B60T17/18—Safety devices; Monitoring
    • B60T17/22—Devices for monitoring or checking brake systems; Signal devices
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T17/00—Component parts, details, or accessories of power brake systems not covered by groups B60T8/00, B60T13/00 or B60T15/00, or presenting other characteristic features
    • B60T17/18—Safety devices; Monitoring
    • B60T17/22—Devices for monitoring or checking brake systems; Signal devices
    • B60T17/221—Procedure or apparatus for checking or keeping in a correct functioning condition of brake systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
    • B60T8/88—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration with failure responsive means, i.e. means for detecting and indicating faulty operation of the speed responsive control means
    • B60T8/885—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration with failure responsive means, i.e. means for detecting and indicating faulty operation of the speed responsive control means using electrical circuitry
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T2270/00—Further aspects of brake control systems not otherwise provided for
    • B60T2270/40—Failsafe aspects of brake control systems
    • B60T2270/406—Test-mode; Self-diagnosis
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
    • B60T8/34—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition
    • B60T8/48—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition connecting the brake actuator to an alternative or additional source of fluid pressure, e.g. traction control systems
    • B60T8/4809—Traction control, stability control, using both the wheel brakes and other automatic braking systems
    • B60T8/4827—Traction control, stability control, using both the wheel brakes and other automatic braking systems in hydraulic brake systems
    • B60T8/4863—Traction control, stability control, using both the wheel brakes and other automatic braking systems in hydraulic brake systems closed systems
    • B60T8/4872—Traction control, stability control, using both the wheel brakes and other automatic braking systems in hydraulic brake systems closed systems pump-back systems

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Regulating Braking Force (AREA)
  • Valves And Accessory Devices For Braking Systems (AREA)
  • Braking Systems And Boosters (AREA)

Abstract

The invention provides a diagnostic device for a brake control device, which can restrain the brake hydraulic pressure from generating pulsation when the brake control device is diagnosed. The diagnostic device for a brake control device includes: a wheel cylinder that applies a braking force to a wheel by receiving a braking hydraulic pressure; a master cylinder for generating a hydraulic pressure corresponding to an operation of a brake pedal; an electric pump provided in a hydraulic line between the master cylinder and the wheel cylinder, and pressurizing the brake fluid supplied to the wheel cylinder; and an accumulator valve provided on a suction side of the electric pump in the hydraulic line, for opening and closing the hydraulic line, wherein the control unit for controlling the operation of the electric pump and the opening and closing of the accumulator valve starts opening the accumulator valve when an initial detection condition is satisfied, starts operating the electric pump after the opening of the accumulator valve is completed, and maintains the open state of the accumulator valve until the operation of the electric pump is stopped.

Description

Diagnostic device for brake control device
Technical Field
The present invention relates to a diagnostic device for a brake control device.
Background
Patent document 1 describes a brake control device that executes system check control of whether or not the device is operating normally. The system inspection control described in patent document 1 is: when the 1 st predetermined time has elapsed since the ignition switch was turned on, the motor is energized and the inner gate valve is also energized and opened, and then, when the 2 nd predetermined time has elapsed, the motor is stopped from being energized, and when the 3 rd predetermined time has elapsed, the inner gate valve is stopped from being energized and closed.
Documents of the prior art
Patent document
Patent document 1: japanese laid-open patent publication No. 10-35467
Disclosure of Invention
Problems to be solved by the invention
However, an opening/closing valve such as an inner gate valve requires time from the start of opening the valve to the completion of the opening of the valve. Therefore, when the inner gate valve and the motor are energized simultaneously as described in patent document 1, the motor operates before the inner gate valve is completely opened.
Further, there is a possibility that the time from the energization to the actual operation of the motor and the time from the energization to the actual opening of the on-off valve may differ. In this case, even if the inner gate valve and the motor are energized at the same time as described above, there is a possibility that the motor operates before the inner gate valve is completely opened.
When the motor is operated before the inner gate valve is completely opened, the suction force of the main pump acts on the inner gate valve in a state where a part of the inner gate valve is closed. Accordingly, the flow rate of the brake fluid flowing into the inner gate valve is restricted in a state in which the suction force of the motor-driven main pump acts, and therefore, the hydraulic circuit between the inner gate valve and the main pump becomes a negative pressure state, and a pressure difference is generated between the upstream side and the downstream side of the inner gate valve. In this state, when the inner gate valve is opened, the brake fluid pressure pulsates, and the brake pipe vibrates due to the pulsation. The vibration of the brake pipe is transmitted to the vehicle body via a fixing member for fixing the brake pipe, and propagates as a pulsation sound to the inside of the vehicle. Such a problem occurs even when the driving source of the main pump is an actuator other than a motor.
The present invention has been made in view of the above circumstances, and an object thereof is to provide a diagnostic device for a brake control device capable of suppressing occurrence of pulsation of brake fluid pressure when diagnosing the brake control device.
Means for solving the problems
In order to achieve the above object, the present invention provides a diagnostic device for a brake control device, including: a wheel cylinder that applies braking force to a wheel by receiving hydraulic pressure of the hydraulic fluid; a master cylinder for generating a hydraulic pressure corresponding to an operation of a brake pedal; an electric pump that is provided in a hydraulic passage between the master cylinder and the wheel cylinder and pressurizes the working fluid supplied to the wheel cylinder; and an on-off valve provided on a suction side of the electric pump in the hydraulic passage and configured to open and close the hydraulic passage, wherein the diagnostic device of the brake control device includes a control unit configured to control an operation of the electric pump and an opening and closing of the on-off valve, and the control unit starts opening the on-off valve when a predetermined diagnostic condition is satisfied, starts operating the electric pump after the opening of the on-off valve is completed, and maintains an open state of the on-off valve until the operation of the electric pump is stopped.
ADVANTAGEOUS EFFECTS OF INVENTION
According to the present invention, it is possible to provide a diagnostic device for a brake control device capable of suppressing the occurrence of pulsation of brake fluid pressure when diagnosing the brake control device.
Drawings
Fig. 1 is a schematic block diagram of a vehicle mounted with a diagnostic device of a brake control device according to an embodiment of the present invention.
Fig. 2 is a block diagram of an ESP unit controlled by a brake control device according to an embodiment of the present invention.
Fig. 3 is a flowchart showing a flow of the IG on post-processing executed by the diagnostic device of the brake control device according to the embodiment of the present invention.
Fig. 4 is an example of a timing chart of initial check executed by the diagnostic device of the brake control device according to the embodiment of the present invention.
Description of the reference numerals
1. A vehicle; 3. a braking device; 4. front wheels (wheels); 5. rear wheels (wheels); 6. 16, wheel cylinders; 8. a brake pedal; 10. a controller (control unit); 11. an ignition switch; 12. a wheel speed sensor; 15. a master cylinder; 20. an ESP unit (brake control device); 22A, 22B, 22C, 23A, 23B, 23C, brake piping; 24. 25, an electric pump; 26. an electric motor; 31. 32, 33, 34, 35, 36, 37, 38, 39, 41, 42, 43, 44, 45, 46, 47, 48, 49, hydraulic lines; SV6, SV16, and a pressure accumulating valve (opening/closing valve).
Detailed Description
A diagnostic device for a brake control device according to an embodiment of the present invention includes: a wheel cylinder that applies braking force to a wheel by receiving hydraulic pressure of the hydraulic fluid; a master cylinder for generating a hydraulic pressure corresponding to an operation of a brake pedal; an electric pump that is provided in a hydraulic passage between the master cylinder and the wheel cylinder and pressurizes the working fluid supplied to the wheel cylinder; the diagnostic device for a brake control device is characterized by comprising a control unit for controlling the operation of the electric pump and the opening and closing of the on-off valve, wherein the control unit starts to open the on-off valve when a predetermined diagnostic condition is satisfied, starts to operate the electric pump after the opening of the on-off valve is completed, and maintains the open state of the on-off valve until the operation of the electric pump is stopped. Thus, the diagnostic device of the brake control device according to the embodiment of the present invention can suppress the occurrence of pulsation in the brake fluid pressure when diagnosing the brake control device.
[ examples ] A method for producing a compound
A diagnostic device for a brake control device according to an embodiment of the present invention will be described with reference to fig. 1 to 4.
As shown in fig. 1, the vehicle 1 is configured to include a controller 10 and an ESP (Electronic Stability Program) unit 20. The ESP unit 20 constitutes a brake device 3 (see fig. 2) together with a master cylinder and the like described later. The ESP unit 20 of the present embodiment constitutes the brake control device of the present invention. The controller 10 of the present embodiment constitutes a control section of the present invention.
The controller 10 is constituted by a computer unit having a CPU (central processing unit), a RAM (random access memory), a ROM (read only memory), a flash memory for storing backup data and the like, and an input port and an output port. In addition to various constants, various maps, and the like, programs for realizing the functions of the computer unit are stored in the ROM of the computer unit.
The controller 10 is electrically connected to an ESP unit 20 of the brake device 3, and the controller 10 controls the ESP unit 20 to control a hydraulic pressure (hereinafter, referred to as "brake hydraulic pressure") of brake fluid acting on the front wheels 4 and the rear wheels 5 as wheels.
Various switches such as an ignition switch 11, a wheel speed sensor 12, and a brake switch 13, and various sensors are connected to the controller 10. The wheel speed sensor 12 is for detecting the rotational speed of the wheel. The controller 10 calculates the speed of the vehicle 1 (hereinafter referred to as "vehicle speed") based on the detection signal input from the wheel speed sensor 12. The brake switch 13 is a switch that is turned on when the brake pedal 8 (see fig. 2) is depressed.
The control executed by the controller 10 includes stability control, traction control, ABS (antilock brake system) control, EBD (electronic brake force distribution) control, and the like.
The stability control is control for suppressing the vehicle from slipping at a corner or the like. The traction control is control for suppressing the idle rotation of the drive wheels at the time of starting or acceleration. The ABS control is a control for preventing locking of wheels by controlling brake hydraulic pressure during emergency braking or the like.
In the ABS control, when the slip ratio of each wheel with respect to the vehicle speed increases, the controller 10 repeatedly performs the holding, pressure reducing, and pressure increasing of the brake fluid pressure in the ESP unit 20.
The EBD control is a control for adjusting the braking force distribution of the wheels to be optimal. The controller 10 performs EBD control based on the slip ratio of each wheel. The EBD control is performed at a slip ratio smaller than that of the ABS control. Therefore, the EBD control is performed when the slip ratio is small, and the ABS control is performed when the slip ratio is large.
The controller 10 performs an initial check of the ESP unit 20 when an initial check condition, which is a predetermined diagnostic condition, is established after the ignition switch 11 is turned on. In the initial test of the ESP unit 20, it is diagnosed whether or not a valve, an electric pump, or the like, which will be described later, can operate normally.
In the present embodiment, the predetermined initial check condition is that the vehicle speed reaches a predetermined vehicle speed after the ignition switch 11 is turned on. The predetermined vehicle speed is set to, for example, about 10 km/h. The predetermined vehicle speed is not limited to the above vehicle speed.
As shown in fig. 2, the braking device 3 includes: a brake pedal 8 operated by a driver; and a master cylinder 15 of a tandem type as a hydraulic pressure generating unit for generating a brake hydraulic pressure in accordance with an operation of the brake pedal 8 (hereinafter referred to as "brake operation"). The master cylinder 15 is used to generate a brake hydraulic pressure according to a brake operation.
The master cylinder 15 is provided with a booster 14 as a booster, and the booster 14 increases the brake fluid pressure according to the braking operation of the master cylinder 15 by a negative pressure generated by an engine or the like, not shown.
The brake device 3 further includes an ESP unit 20 connected to the master cylinder 15, and a wheel cylinder 6 and a wheel cylinder 16 as braking force applying units connected to the ESP unit 20. The wheel cylinders 6 and 16 receive the brake hydraulic pressure to apply braking force to the wheels.
Specifically, the wheel cylinders 6 are disposed on the left and right front wheels 4, and brake the front wheels 4. The wheel cylinders 16 are disposed on the left and right rear wheels 5, and brake the rear wheels 5. In fig. 2, the left front wheel 4 is denoted as LF, and the right front wheel 4 is denoted as RF. Further, the left rear wheel 5 is denoted as LR, and the right rear wheel 5 is denoted as RR.
In the brake device 3, the brake fluid pressure generated in the master cylinder 15 acts on the wheel cylinders 6 and 16, thereby braking the front wheels 4 and the rear wheels 5.
In the brake device 3, the braking force of the front wheels 4 and the rear wheels 5 is controlled by applying the brake fluid pressure from the master cylinder 15 controlled by the ESP unit 20 or the brake fluid pressure generated by the ESP unit 20 to the wheel cylinders 6 and 16.
The brake device 3 has two hydraulic pressure transmission paths of a cross piping system (diagonal piping system), and the hydraulic pressure transmission path of the pair of the left front wheel 4 and the right rear wheel 5 is independent of the hydraulic pressure transmission path of the pair of the right front wheel 4 and the left rear wheel 5.
Thus, even when a malfunction occurs in one of the hydraulic pressure transmission paths due to leakage or the like, the braking force can be ensured in the other hydraulic pressure transmission path.
The hydraulic transmission paths of the two systems of the ESP unit 20 are configured identically to each other, and therefore, one hydraulic transmission path will be described.
The hydraulic transmission paths of the left front wheel 4 (LF in fig. 2) and the right rear wheel 5 (RR in fig. 2) of the ESP unit 20 are explained below.
The brake device 3 includes a brake pipe 22A, a brake pipe 22B, and a brake pipe 22C. The brake pipe 22A connects the master cylinder 15 and the ESP unit 20, and guides the brake fluid from the master cylinder 15 to the ESP unit 20. The brake pipe 22A is fixed to the vehicle body by a fixing member such as a jig, not shown.
The brake pipe 22B connects the ESP unit 20 and the wheel cylinder 6 of the left front wheel 4, and guides the brake fluid pressure from the ESP unit 20 to the wheel cylinder 6.
The brake pipe 22C connects the ESP unit 20 and the wheel cylinder 16 of the right rear wheel 5, and guides the brake fluid pressure from the ESP unit 20 to the wheel cylinder 16.
The ESP unit 20 has a hydraulic line 31, and the hydraulic line 31 is connected to the brake pipe 22A. A shutoff valve SV1 is provided in the hydraulic line 31, and the shutoff valve SV1 is constituted by a normally open electromagnetic valve that opens when de-energized and closes when energized. The stop valve SV1 is electrically controlled by the controller 10.
The ESP unit 20 has a hydraulic line 32 and a hydraulic line 33, and the hydraulic line 32 and the hydraulic line 33 branch from the downstream side of the stop valve SV1 of the hydraulic line 31 and are connected to the wheel cylinders 6 and 16 via the brake pipe 22B and the brake pipe 22C, respectively. Here, the upstream side of the ESP unit 20 is the upstream side in the brake fluid flow direction, and the downstream side of the ESP unit 20 is the downstream side in the brake fluid flow direction.
The hydraulic line 32 is provided with a holding valve SV2, the hydraulic line 33 is provided with a holding valve SV3, and the holding valve SV2 and the holding valve SV3 are constituted by normally open electromagnetic valves that open when de-energized and close when energized. The holding valves SV2 and SV3 are electrically controlled by the controller 10.
The ESP unit 20 has a hydraulic line 34, the hydraulic line 34 branching from the downstream side of the holding valve SV2 of the hydraulic line 32, and a hydraulic line 35 branching from the downstream side of the holding valve SV3 of the hydraulic line 33.
A pressure reducing valve SV4 is provided in the hydraulic line 34, a pressure reducing valve SV5 is provided in the hydraulic line 35, and the pressure reducing valves SV4 and SV5 are constituted by normally closed electromagnetic valves that are closed when de-energized and opened when energized. Pressure reducing valve SV4 and pressure reducing valve SV5 are electrically controlled by controller 10.
The ESP unit 20 has a reservoir 30 for storing brake fluid. The hydraulic lines 34, 35 are combined at the downstream side and connected to a hydraulic line 36, and the hydraulic line 36 is connected to the reservoir 30.
The ESP unit 20 has an electric pump 24 as a working fluid pressurizing unit driven by an electric motor 26. The electric pump 24 is provided in a hydraulic line between the master cylinder 15 and the wheel cylinders 6 and 16, specifically, in a hydraulic line including a hydraulic line 37 and a hydraulic line 38. The electric pump 24 is used to pressurize the brake fluid supplied to the wheel cylinders 6 and 16.
The electric pump 24 and the reservoir 30 are connected by a hydraulic line 37. The electric pump 24 sucks the brake fluid stored in the reservoir 30 through the hydraulic line 37.
A hydraulic line 38 is connected to the discharge side of the electric pump 24, and the hydraulic line 38 is connected to the downstream side of the shutoff valve SV1 of the hydraulic line 31. The hydraulic line 39 branches from the upstream side of the shutoff valve SV1 of the hydraulic line 31, and the hydraulic line 39 is connected to the hydraulic line 37. In the present embodiment, hydraulic passages are respectively constituted from the above-described hydraulic line 31 to the hydraulic line 39 and from the hydraulic line 41 to the hydraulic line 49.
The ESP unit 20 configured as described above can switch the opening/closing combination of the valves described above by the controller 10. Thus, the ESP unit 20 can be controlled to any one of a holding mode for holding the brake fluid pressure, a pressure reducing mode for reducing the brake fluid pressure, and a pressure increasing mode for increasing the brake fluid pressure, from a state where the brake fluid pressure from the master cylinder 15 is introduced into the wheel cylinder 16 with the brake fluid pressure held.
When the rear wheel 5 is in the hold mode, the controller 10 energizes the hold valve SV3 to close the hold valve SV3 and close the pressure reducing valve SV 5. Thereby, the brake fluid in the brake pipe 22C is blocked, and the brake fluid pressure of the rear wheel 5 is maintained.
When the rear wheel 5 is in the pressure reduction mode, the controller 10 energizes the holding valve SV3 and the pressure reduction valve SV5 to close the holding valve SV3 and open the pressure reduction valve SV 5. Thereby, the brake fluid in the brake pipe 22C is discharged to the reservoir 30 through the hydraulic pressure line 36, and the brake fluid pressure of the rear wheel 5 is reduced.
When the rear wheel 5 is in the pressure increasing mode, the controller 10 turns off the holding valve SV3 and the pressure reducing valve SV5 to open the holding valve SV3 and close the pressure reducing valve SV 5. Thereby, the brake fluid pressure from the master cylinder 15 is guided to the wheel cylinder 16, and the brake fluid pressure of the rear wheel 5 is increased.
When a brake fluid pressure higher than the master cylinder 15 is applied to the wheel cylinders 16 of the rear wheels 5 and a braking force is to be generated without relying on the braking operation of the driver, the controller 10 further energizes the cutoff valve SV1 and the accumulator valve SV6 in the pressure-increasing mode to set the cutoff valve SV1 to the pressure-adjusting state and set the accumulator valve SV6 to the open state to operate the electric pump 24.
Thereby, the brake hydraulic pressure generated by the electric pump 24 is guided to the wheel cylinder 16. In this case, the brake hydraulic pressure higher than the master cylinder 15 acts on the wheel cylinders 16 of the rear wheels 5.
The hydraulic pressure transmission paths of the left front wheel 4 (LF in fig. 2) and the right rear wheel 5 (RR in fig. 2) of the ESP unit 20, and the hydraulic pressure transmission paths of the right front wheel 4 (RF in fig. 2) and the left rear wheel 5 (LR in fig. 2) are similarly configured as described above.
The brake device 3 includes brake piping 23A, brake piping 23B, and brake piping 23C similar to the brake piping 22A, brake piping 22B, and brake piping 22C.
The ESP unit 20 has hydraulic lines 41, 42, 43, 44, 45, 46, 47, 48, 49 identical to the hydraulic lines 31, 32, 33, 34, 35, 36, 37, 38, 39.
The ESP unit 20 has a stop valve SV11 identical to the stop valve SV1, a holding valve SV12 identical to the holding valve SV2 and the holding valve SV3, a holding valve SV13, a pressure reducing valve SV14 identical to the pressure reducing valve SV4 and the pressure reducing valve SV5, a pressure reducing valve SV15, and a pressure accumulating valve SV16 identical to the pressure accumulating valve SV 6.
ESP unit 20 has a reservoir 40 identical to reservoir 30 and an electric pump 25 identical to electric pump 24. The electric pumps 24 and 25 are driven by one electric motor 26. The drive sources of the electric pump 24 and the electric pump 25 may be actuators other than the electric motor 26.
The ESP unit 20 also has a pressure sensor 27 for detecting the brake hydraulic pressure of the master cylinder 15. The pressure sensor 27 is electrically connected to the controller 10.
Next, the initial inspection of the ESP unit 20 is described with reference to fig. 3 and 4.
In the initial inspection of the present embodiment, it is checked whether the electric pumps 24 and 25 are operating normally. Specifically, after the electric motor 26 is instructed to drive, that is, a drive signal is transmitted, the controller 10 monitors whether or not the electric motor 26 is driven within a predetermined pump operation check period, and checks whether or not the electric pumps 24 and 25 are operating normally. The controller 10 can determine whether the electric motor 26 has been driven based on the driving voltage of the electric motor 26. The pump operation check period is set to a maximum value of the duration of the drive instruction to the electric motor 26, which is required to confirm the operations of the electric pumps 24 and 25.
Here, the accumulator valve SV6 of the present embodiment is provided on the suction side of the electric pump 24 of the hydraulic line 39 for opening and closing the hydraulic line 39, and the accumulator valve SV16 is provided on the suction side of the electric pump 25 of the hydraulic line 49 for opening and closing the hydraulic line 49. The accumulator valve SV6 and the accumulator valve SV16 of the present embodiment constitute the on-off valve of the present invention.
Therefore, when the ESP unit 20 performs the initial check, if the accumulator valves SV6 and SV16 are opened after the electric pumps 24 and 25 are operated, or if the electric pumps 24 and 25 are operated before the accumulator valves SV6 and SV16 are opened, the hydraulic line between the accumulator valve SV6 and the electric pump 24 and the hydraulic line between the accumulator valve SV16 and the electric pump 25 are in a negative pressure state.
In this case, a pressure difference is generated between the upstream side and the downstream side of the accumulator valve SV6 and the accumulator valve SV 16. In this state, when the accumulator valve SV6 and the accumulator valve SV16 are opened, the brake fluid pressure may pulsate and the brake pipe 22A and the brake pipe 23A may vibrate due to the pulsation.
In the present embodiment, in order to suppress vibration of the brake pipe 22A and the brake pipe 23A due to pulsation of the brake hydraulic pressure, the electric pump 24 and the electric pump 25 are operated at a timing when the hydraulic line between the accumulator valve SV6 and the electric pump 24 and the hydraulic line between the accumulator valve SV16 and the electric pump 25 are not in a negative pressure state.
Specifically, when the initial inspection condition is satisfied, the accumulator valves SV6 and SV16 are started to open, and after the opening is completed, the electric pumps 24 and 25 are started to operate.
When the accumulator valves SV6 and SV16 start to close before the electric pumps 24 and 25 are completely stopped at the end of the initial check, the hydraulic line between the accumulator valve SV6 and the electric pumps 24 and the hydraulic line between the accumulator valve SV16 and the electric pumps 25 are in a negative pressure state. Therefore, in the present embodiment, at the end of the initial check, the opening of the accumulator valves SV6 and SV16 is maintained until the operation of the electric pumps 24 and 25 is stopped. The phrase "operation of the electric pump 24 and the electric pump 25 is stopped" means that the electric pump 24 and the electric pump 25, which are operated by inertial rotation of the electric motor 26 and inertia of the fluid, are completely stopped even after the stop of the drive instruction to the electric motor 26.
In the present embodiment, a state in which the brake fluid pressure is not generated by any of the master cylinder 15, the electric pump 24, and the electric pump 25 is referred to as "brake fluid pressure equal to 0", in which case a state in which "brake fluid pressure > 0" is referred to as a positive pressure state, and a state in which "brake fluid pressure < 0" is referred to as a negative pressure state.
Fig. 3 is a flowchart showing the flow of the IG on post-processing executed by the controller 10 of the present embodiment. The processing shown in fig. 3 is executed in a state where the ignition switch 11 is turned on.
As shown in fig. 3, the controller 10 determines whether the initial check condition has been satisfied (step S1). Specifically, the controller 10 determines whether the vehicle speed reaches a predetermined vehicle speed after the ignition switch 11 is turned on.
If it is determined that the initial inspection condition is not satisfied, the controller 10 repeats the processing of step S1 until the initial inspection condition is satisfied.
When determining that the initial check condition is satisfied, the controller 10 starts energization of the accumulator valve SV6 and the accumulator valve SV16 to start opening the accumulator valves SV6 and SV16 (step S2).
Next, the controller 10 determines whether or not a predetermined time T1 has elapsed since the start of valve opening of the accumulator valve SV6, SV16 at step S2 (step S3). The predetermined time T1 corresponds to the time required from the start of energization of the accumulator valve SV6 and the accumulator valve SV16 to the time when the accumulator valve SV6 and the accumulator valve SV16 are fully opened, that is, the valve opening amounts of the accumulator valve SV6 and the accumulator valve SV16 become maximum. The predetermined time T1 is obtained in advance through experiments and stored in the ROM of the controller 10.
Here, if the predetermined time T1 is short, the accumulator valve SV6 and the accumulator valve SV16 may open rapidly, and the operating sound may increase. Therefore, in the present embodiment, the predetermined time T1 is set to a time period during which the accumulator valve SV6 and the accumulator valve SV16 can be opened slowly without increasing the operating sound when the accumulator valve SV6 and the accumulator valve SV16 are opened. The predetermined time T1 is set to an arbitrary time according to the specifications of the pressure accumulation valve and the specifications of the vehicle.
If it is determined that the predetermined time T1 has not elapsed, the controller 10 repeats the processing of step S3 until the predetermined time T1 elapses.
When determining that the predetermined time T1 has elapsed, the controller 10 issues an operation instruction to the electric pump 24 and the electric pump 25 (step S4). Specifically, the controller 10 sends a drive signal to the electric motor 26, which is a drive source of the electric pumps 24 and 25.
Next, the controller 10 determines whether the pump operation check period has ended (step S5). The controller 10 confirms whether the electric motor 26 has been driven before the end of the pump operation check period. When the controller 10 confirms that the electric motor 26 has been driven during the pump operation check, the controller 10 stops the driving of the electric motor 26 at that time.
If it is determined that the pump operation check period has not ended, the controller 10 repeats the process of step S5 until the pump operation check period ends.
When determining that the pump operation check period has ended, the controller 10 determines whether or not a predetermined time T2 has elapsed since the end of the pump operation check period (step S6). Here, when the drive of the electric motor 26 is not confirmed before the end of the pump operation check period, when the drive of the electric motor 26 is confirmed at the time when the pump operation check period ends, or the like, the stop instruction is issued to the electric pump 24 and the electric pump 25 at the time when the pump operation check period ends.
Specifically, the controller 10 stops sending the drive signal to the electric motor 26, which is the drive source of the electric pumps 24 and 25. At this time, even if the drive signal to the electric motor 26 is stopped, the electric pump 24 and the electric pump 25 continue to operate for a certain period of time by the inertia of the fluid and are not immediately stopped.
The predetermined time T2 corresponds to the time required from the stop of the transmission of the drive signal to the electric motor 26 to the complete stop of the electric pumps 24 and 25. The predetermined time T2 of the present embodiment corresponds to the predetermined time of the present invention.
Here, the time required from the stop of the transmission of the drive signal to the electric motor 26 until the complete stop of the electric pumps 24 and 25 is varied in accordance with, for example, the viscosity of the brake fluid. Therefore, in the present embodiment, the predetermined time T2 is set to the maximum value of the time required from the stop of the transmission of the drive signal to the electric motor 26 to the complete stop of the electric pumps 24 and 25. Thus, the electric pump 24 and the electric pump 25 are completely stopped before the predetermined time T2 elapses in each condition. The predetermined time T2 is obtained in advance through experiments and stored in the ROM of the controller 10.
If it is determined that the predetermined time T2 has not elapsed, the controller 10 repeats the processing of step S6 until the predetermined time T2 elapses.
When determining that the predetermined time T2 has elapsed, the controller 10 stops the energization of the accumulator valve SV6 and the accumulator valve SV16, starts the closing of the accumulator valves SV6 and SV16 (step S7), and ends the IG on post-processing.
Fig. 4 shows an example in which, in the initial check of the ESP unit 20, the operation of the electric pump 24 and the electric pump 25 is instructed before the pump operation check period ends.
As shown in fig. 4, when the initial check condition is satisfied at time t1, the accumulator valves SV6 and SV16 start to open. When a predetermined time T1 elapses from time T1 at which the accumulator valve SV6 and the accumulator valve SV16 start opening, the opening of the accumulator valves SV6 and SV16 is completed at time T2.
When the valve opening of the accumulator valve SV6 and the accumulator valve SV16 is completed at time t2, the electric pump 24 and the electric pump 25 that were stopped before the time t2 are instructed to operate. In the example shown in fig. 4, the operation instructions are issued to the electric pump 24 and the electric pump 25 simultaneously with completion of opening of the accumulator valve SV6 and the accumulator valve SV16, but the operation instructions to the electric pump 24 and the electric pump 25 may be issued at least simultaneously with completion of opening of the accumulator valve SV6 and the accumulator valve SV16 or after completion of opening of the valves. The operation of the electric pumps 24 and 25 is preferably instructed after the completion of opening of the accumulator valves SV6 and SV 16.
Next, when the pump operation check period ends at time t3, a stop instruction is issued to the electric pump 24 and the electric pump 25. At this time, the accumulator valve SV6 and the accumulator valve SV16 are kept open.
Then, when a predetermined time T2 elapses from time T3 at which the pump operation check period ends, the accumulator valves SV6 and SV16 start closing at time T4. Then, the accumulator valve SV6 and the accumulator valve SV16 complete closing at time t 5.
As described above, the diagnostic device of the brake control device according to the present embodiment starts opening the accumulator valves SV6 and SV16 when the initial inspection condition of the ESP unit 20 is satisfied, starts operating the electric pump 24 and the electric pump 25 after the opening is completed, and maintains the opening of the accumulator valves SV6 and SV16 until the operation of the electric pump 24 and the electric pump 25 is stopped.
Therefore, the diagnostic device of the brake control device of the present embodiment fully opens the accumulator valves SV6, SV16 during the operation of the electric pump 24, 25 in the initial check of the ESP unit 20, and therefore, the hydraulic line between the accumulator valve SV6 and the electric pump 24 and the hydraulic line between the accumulator valve SV16 and the electric pump 25 can be prevented from becoming a negative pressure state. This can prevent a pressure difference from occurring between the upstream side and the downstream side of the accumulator valve SV6 and the accumulator valve SV16, and can suppress the occurrence of pulsation in the brake fluid pressure.
Therefore, the diagnostic device of the brake control device according to the present embodiment can suppress vibration of the brake pipe 22A and the brake pipe 23A due to pulsation of the brake hydraulic pressure at the time of the initial test of the ESP unit 20. As a result, the diagnostic device of the brake control device according to the present embodiment can prevent vibrations of the brake pipe 22A and the brake pipe 23A from being transmitted to the vehicle body via the fixing member such as the jig and propagating to the inside of the vehicle as pulsation sound.
Here, the pulsation of the brake hydraulic pressure generated at the time of the initial inspection of the ESP unit 20 may be caused by the following factors.
In the initial check of the ESP unit 20, when the electric motor 26 is driven before the accumulator valves SV6 and SV16 are completely opened, the electric motor 26 is driven during the opening operation of the accumulator valves SV6 and SV 16. In this case, in a state where the electric pumps 24 and 25 are operating, the opening degrees of the accumulator valves SV6 and SV16 change with time, and therefore the pressure difference between the upstream side and the downstream side of the accumulator valves SV6 and SV16 changes in accordance with the change in the opening degrees of the accumulator valves SV6 and SV 16. Thus, the brake hydraulic pressure may pulsate due to a change in the pressure difference between the upstream side and the downstream side of the accumulator valve SV6 and the accumulator valve SV 16.
In the diagnostic device of the brake control device according to the present embodiment, in the initial check of the ESP unit 20, the electric pump 24 and the electric pump 25 are started after the accumulator valves SV6 and SV16 are completely opened, and therefore, the opening degrees of the accumulator valves SV6 and SV16 do not change with time during the operation of the electric pump 24 and the electric pump 25. Therefore, the diagnostic device of the brake control device according to the present embodiment can also suppress pulsation of the brake fluid pressure that may be generated due to a change in the pressure difference between the upstream side and the downstream side of the accumulator valve SV6 and the accumulator valve SV16 as described above.
In the initial check of the ESP unit 20, when the accumulator valves SV6 and SV16 are opened during the driving of the electric motor 26, the pressures acting on the valve bodies of the accumulator valves SV6 and SV16 change in accordance with the changes in the opening degrees of the accumulator valves SV6 and SV16 associated with the opening operations. Such a change in the pressure acting on the valve body becomes a factor of causing the valve body to vibrate. Such vibration of the valve body may cause noise.
In the diagnostic device of the brake control device according to the present embodiment, in the initial check of the ESP unit 20, the electric pumps 24 and 25 are started after the completion of the opening of the accumulator valves SV6 and SV16, and therefore, the pressures acting on the valve bodies of the accumulator valves SV6 and SV16 do not change during the driving of the electric motor 26. Therefore, the diagnostic device of the brake control device according to the present embodiment can prevent the occurrence of noise due to the vibration of the valve body that may occur due to the change in the pressure acting on the valve bodies of the accumulator valve SV6 and the accumulator valve SV 16.
In the initial test of the ESP unit 20, the diagnostic device of the brake control device of the present embodiment starts closing the accumulator valves SV6 and SV16 after a predetermined time T2 has elapsed since the end of the pump operation test period.
Therefore, in the diagnostic device of the brake control apparatus of the present embodiment, there is no case where the accumulator valve SV6 and the accumulator valve SV16 start to close before the electric pump 24 and the electric pump 25 completely stop, and therefore, it is possible to prevent the hydraulic line between the accumulator valve SV6 and the electric pump 24 and the hydraulic line between the accumulator valve SV16 and the electric pump 25 from becoming negative pressure states. Accordingly, even when the initial inspection of the ESP unit 20 is completed, a pressure difference between the upstream side and the downstream side of the accumulator valve SV6 and the accumulator valve SV16 can be prevented from being generated, and the occurrence of pulsation in the brake fluid pressure can be suppressed.
The diagnostic device of the brake control device of the present embodiment performs such control in relation to the timing of opening and closing the accumulator valve SV6 and the accumulator valve SV 16: the electric pump 24 and the electric pump 25 are operated at a timing at which the hydraulic line between the accumulator valve SV6 and the electric pump 24 and the hydraulic line between the accumulator valve SV16 and the electric pump 25 do not become a negative pressure state. As described above, the diagnostic device of the brake control device according to the present embodiment can change the control while using the configuration of the conventional ESP unit 20, and can suppress the pulsation of the brake fluid pressure, and therefore, for example, it is not necessary to add a configuration such as a buffer chamber for suppressing the pulsation of the brake fluid pressure, and it is not necessary to select, improve, or improve the arrangement of the jigs for suppressing the vibration of the brake pipe 22A and the brake pipe 23A. This contributes to reduction in development man-hours and suppression of development cost.
In the present embodiment, the predetermined time T1 corresponds to the time required from the start of energization of the accumulator valve SV6 and the accumulator valve SV16 to the time required for the accumulator valve SV6 and the accumulator valve SV16 to be fully opened, that is, the valve opening amounts of the accumulator valve SV6 and the accumulator valve SV16 to become maximum, but the predetermined time T1 is not limited to this.
That is, when opening the accumulator valve SV6 and the accumulator valve SV16 and a pressure difference is generated between the upstream side and the downstream side of the accumulator valve SV6 and the accumulator valve SV16, the predetermined time T1 preferably includes, as a transition time, a time required to transition to a state where the pressures on the upstream side and the downstream side of the accumulator valve SV6 and the accumulator valve SV16 become equal after completion of opening the accumulator valve SV6 and the accumulator valve SV16, or a time predicted to be required, in addition to a time required from the start of energization of the accumulator valve SV6 and the accumulator valve SV16 to the complete opening of the accumulator valve SV6 and the accumulator valve SV 16. The structure thus taking into account the transition time is applicable to the case: the initial inspection of the ESP unit 20 is started in a state where the downstream side of the accumulator valve SV6 or SV16 becomes negative pressure due to the operation of the ESP unit 20, or in a state where the downstream side pressure of the accumulator valve SV6 or SV16 becomes lower than the upstream side pressure. In this case, the electric motor 26 can be driven with no or very small pressure difference between the upstream side and the downstream side of the accumulator valve SV6 and SV16, and the occurrence of pulsation in the brake hydraulic pressure can be further suppressed.
Further, when there is no pressure difference or the pressure difference is very small between the upstream side and the downstream side of the accumulator valve SV6 and the accumulator valve SV16, the controller 10 or the ESP unit 20 sets the predetermined time T1x that does not take into account the transition time described above, and may set the predetermined time T1y to a time (T1 x < T1y, among others) obtained by adding the transition time described above to the time required from the start of energization of the accumulator valve SV6 and the accumulator valve SV16 to the time required for the accumulator valve SV6 and the accumulator valve SV16 to fully open the valve, when the downstream side of the accumulator valve SV6 and the accumulator valve SV16 is in the negative pressure state or the pressure on the downstream side of the accumulator valve SV6 and the accumulator valve SV16 is in the state of low pressure on the upstream side. Further, when the downstream side of the accumulator valve SV6 and SV16 is in the negative pressure state, the predetermined time T1y may be set to be longer according to the negative pressure state, that is, the lower the pressure on the downstream side of the accumulator valve SV6 and SV16 is.
In addition, the present embodiment provides a structure in which: regardless of whether or not the drive of the electric motor 26 is confirmed during the pump operation check period, after a predetermined time T2 has elapsed since the end of the pump operation check period, the accumulator valves SV6 and SV16 are caused to start closing. Therefore, in the present embodiment, the pump operation check period is set to a predetermined length.
In contrast, the following configuration may be adopted: when the drive of the electric motor 26 is confirmed during the pump operation check period, after the drive is confirmed, the valve closing of the accumulator valve SV6 and the accumulator valve SV16 is started after a predetermined time T2 has elapsed from the time when the drive of the electric motor 26 is stopped. In this case, the pump operation check period is appropriately changed according to the timing at which the drive of the electric motor 26 is confirmed. For example, the controller 10 can determine whether or not the driving of the electric motor 26 has stopped based on the driving voltage of the electric motor 26.
In addition, the present embodiment provides a structure in which: in the initial check of the ESP unit 20, the electric motor 26 is driven after a predetermined time T1 has elapsed from the time when the valve opening of the accumulator valve SV6 and the accumulator valve SV16 is started, but the present invention is not limited to this, and a sensor for detecting the completion of the valve opening of the accumulator valve SV6 and the accumulator valve SV16 may be provided.
In the configuration in which the sensors for detecting completion of valve opening of the accumulator valve SV6 and the accumulator valve SV16 are provided, in the initial check of the ESP unit 20, the electric motor 26 is driven after the opening of the accumulator valve SV6 and the accumulator valve SV16 is started, and completion of valve opening of the accumulator valve SV6 and the accumulator valve SV16 is detected by the sensors for detecting valve opening.
Although the embodiments of the present invention have been disclosed, it is clear that those skilled in the art can apply modifications thereto without departing from the scope of the present invention. And all such modifications and equivalents are intended to be included within the following claims.

Claims (2)

1. A diagnostic device for a brake control device, the diagnostic device comprising:
a wheel cylinder that applies braking force to a wheel by receiving hydraulic pressure of the hydraulic fluid;
a master cylinder for generating a hydraulic pressure corresponding to an operation of a brake pedal;
an electric pump that is provided in a hydraulic passage between the master cylinder and the wheel cylinder and pressurizes the working fluid supplied to the wheel cylinder; and
an on-off valve provided on the suction side of the electric pump in the hydraulic passage and opening and closing the hydraulic passage,
the diagnostic device of the brake control device is provided with a control part for controlling the work of the electric pump and the opening and closing of the opening and closing valve,
the control unit starts the opening of the on-off valve when a predetermined diagnostic condition is satisfied, and starts the operation of the electric pump after the opening of the on-off valve is completed when there is no pressure difference or the pressure difference is very small between the upstream side and the downstream side of the on-off valve, and starts the operation of the electric pump when the pressure on the downstream side of the on-off valve is equal to or lower than the pressure on the upstream side after the opening of the on-off valve is completed when the pressure on the upstream side and the pressure on the downstream side of the on-off valve are equal to each other after the opening of the on-off valve is completed, and maintains the open state of the on-off valve until the operation.
2. The diagnostic device of a brake control device according to claim 1,
the control unit starts closing the on-off valve after a predetermined time has elapsed after a stop instruction is issued to the electric pump, and the predetermined time is longer as the pressure on the downstream side of the on-off valve is lower.
CN201810878113.XA 2017-08-31 2018-08-03 Diagnostic device for brake control device Active CN109421684B (en)

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JP2017167225A JP6926842B2 (en) 2017-08-31 2017-08-31 Brake control device diagnostic device
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JP7190385B2 (en) * 2019-03-27 2022-12-15 ダイハツ工業株式会社 brake system

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CN1594855A (en) * 2003-09-10 2005-03-16 日立优喜雅汽车配件有限公司 Air transfer apparatus and control method of air transfer apparatus
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CN104768817A (en) * 2012-10-30 2015-07-08 丰田自动车株式会社 Vehicle brake control device
CN104768813A (en) * 2012-10-30 2015-07-08 丰田自动车株式会社 Vehicle brake control device

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CN1594855A (en) * 2003-09-10 2005-03-16 日立优喜雅汽车配件有限公司 Air transfer apparatus and control method of air transfer apparatus
CN1601075A (en) * 2003-09-22 2005-03-30 日立优喜雅汽车配件有限公司 Diagnoser and method for air transferring appts
CN201982770U (en) * 2011-04-21 2011-09-21 浙江正洲泵阀制造有限公司 Electric control device for automatic weighted pressure maintaining pilot-operated valve
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CN109421684A (en) 2019-03-05
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JP2019043319A (en) 2019-03-22
JP6926842B2 (en) 2021-08-25

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