JP2002079927A - Braking force control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a braking force control device to be hardly affected by disturbance while being smoothly followed by braking means during braking operation. SOLUTION: The braking force control device converts the footing amount of a brake pedal into a braking operation detection signal and controls brake control means in accordance therewith. A braking force varying rate is found from a braking operation speed computed in accordance with the braking operation detection signal and the found braking force varying rate is corrected by a correction value found from a heating value for a brake and is changed during controlling a braking device 13 with control signal generating means. The correction value is a value such that the braking force varying rate tends to be lower when the heating value for the brake is large, and is a value such that the braking force varying rate tends to be higher when the heating value for the brake is small.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a brake force control device for converting a depression amount of a brake pedal into a brake operation detection signal, and controlling a brake control means based on the signal to generate a braking force on the brake means. .

[0002]

2. Description of the Related Art In recent years, brake systems for vehicles are remarkably provided with intelligent brake functions including an anti-lock brake system. Among them, various brake force control devices have been developed in which a depression amount of a brake pedal is once converted into an electric signal, a brake pressure generating device is controlled based on the electric signal, and a braking force is generated by a braking means. With such a configuration, it is possible to partially eliminate the brake fluid piping connected from the brake pedal to each wheel. As an example of such a device, there is a device that controls the current of a proportional control valve, such as a braking force control device described in Japanese Patent Application Laid-Open No. 10-86802.

[0003]

In the conventional braking force control apparatus, a comparison is made between a target pressure which is a target of braking and a detection result of an application amount detecting means for detecting an operation degree of the braking means. The braking force is controlled. Here, in order for the brake means to smoothly follow the driver's brake operation, it is necessary to reduce the deviation between the target pressure and the degree of operation of the brake means. Frequently, the braking force of the braking means is adjusted each time. As described above, when the deviation between the target pressure and the degree of operation of the brake means is reduced, the switching frequency of the control for increasing and decreasing the braking force increases, and disturbance (for example, sensor noise, pressure vibration in the pressure cylinder of the brake means, etc.) ), And the control state may be unstable.

Further, when the brake means uses hydraulic pressure, the viscosity changes depending on the temperature of the brake fluid, so that the control state may become unstable. That is, since the temperature of the brake fluid increases as the frequency of applying the brake increases, the viscosity decreases, and the brake fluid increases in cold weather such as winter. When the viscosity of the brake fluid decreases, the response of the brake pressure change becomes better than at normal temperature, but when it decreases, it becomes worse than at normal temperature. If the viscosity is too low, the vehicle will tend to vibrate due to frequent holding at the threshold, and if the clay is too large, it will only work up to the point where the brake is applied. Instead, it may have a jerky behavior that suddenly comes into play from somewhere. If it is made difficult to receive such a disturbance, the brake means cannot follow smoothly, and there may be a step-like brake control with a large step, and there is a possibility that vehicle vibration may occur. .

An object of the present invention is to solve the above-mentioned problems, and an object of the present invention is to provide a brake control device which makes the brake means smoothly follow a brake operation and which is hardly affected by disturbance. .

[0006]

In order to achieve the above object, the present invention converts the amount of depression of a brake pedal into a brake operation detection signal and controls the brake force control means based on the signal to control the brake means. A braking force control device for generating power, a control signal generating means for setting at least one threshold value in proportion to the brake operation detection signal, and a brake operation speed obtained from the brake operation detection signal; A brake force change rate setting means for obtaining a brake force change rate based on the speed; and a correction value for correcting the brake force change rate based on a calorific value of the brake when the brake pedal is depressed. A brake force increase / decrease rate correction means for correcting the brake force increase / decrease rate determined by the setting means; and an operation degree of the brake means. The control signal generating means is configured to control the signal from the applied amount detecting means to follow the threshold value according to the braking force increase / decrease rate corrected by the braking force increase / decrease rate correcting means. It is characterized in that a brake control signal for controlling the braking force control means is output in order to maintain the braking force.

That is, the control signal generation means controls the brake control means so as to be in accordance with at least one threshold value proportional to the brake operation detection signal. The magnitude (gradient of increase / decrease) of the braking force at each control point is adjusted based on the braking force increase / decrease rate corrected by the correction value obtained from the heating value of the brake. By doing so, it is possible to prevent the switching frequency of the control for increasing or decreasing the braking force from increasing while the brake means smoothly follows the brake operation amount and the operation speed. Further, since the brake force increase / decrease rate is corrected by the correction value obtained from the heat generation amount of the brake, a stable control amount can be obtained even if a viscosity change occurs due to a temperature change of the brake fluid, and the viscosity becomes too small. No jerky behavior of the brake due to vehicle vibration or excessively high viscosity occurs.

The correction value may be such that the brake force increase / decrease rate tends to decrease when the heat value of the brake is high, and the brake force increase / decrease rate tends to increase when the heat value of the brake is low. good.

Here, in order to prevent the control curve from diverging, when the control signal generating means generates two threshold values sandwiching the brake operation detection signal as a target, the control signal generating means also generates the two threshold values in accordance with the depressing speed of the brake pedal. The braking force increase / decrease rate corrected with the correction value obtained from the heat value of
The braking force control can be reliably performed, and a smooth and highly reliable braking force control device can be provided.

[0010]

Embodiments of the present invention will be described below with reference to the drawings. (I) First Embodiment FIG. 1 is a schematic diagram showing a configuration of a brake force control device according to a first embodiment of the present invention.

(A) Structure of Brake Force Control Device As shown in FIG. 1, the brake force control device of this embodiment includes a brake switch 2 for detecting whether or not a brake pedal 1 is depressed, and a brake pedal 1. Pedal stroke sensor 3 (for example, an angle sensor) for detecting a depression amount of the brake pedal 1 (hereinafter, referred to as a stroke amount), a cylinder 4 for generating a hydraulic pressure corresponding to the stroke amount of the brake pedal 1, and a depression of the brake pedal 1. A stroke simulator 5 that simulates the condition and simulates a recoil when the brake pedal 1 is depressed, and returns the pedal to a predetermined position while giving it to the brake pedal 1.
A controller (control signal generating means) 6 for controlling each part of the device, an accumulator 7 for accumulating brake fluid pressure, a reservoir 8 for temporarily storing brake fluid, and a brake fluid in the reservoir 8. A pump 9 for sending to the accumulator 7 side and increasing a brake fluid pressure in the accumulator 7 to a predetermined pressure;
Opening / closing of the valves is controlled by a brake control signal supplied from the controller 6 to the first to third electromagnetic valves for pressurization 10A to 10A.
10C (brake control means), first and second decompression solenoid valves 11A and 11B (brake control means), one fail-safe solenoid valve (brake control means) 12, and brake fluid supplied to brake device 13 Detects fluid pressure,
As a brake application amount detecting means for detecting the actually applied brake pressure, the brake pressure sensor 14 for outputting the result is configured.

First to third solenoid valves for pressurizing 10A to 10C
The orifices through which the brake fluid passes are different from each other, and the magnitude relationship is such that the first pressurizing solenoid valve 10A <the second pressurization solenoid valve 10B <the third pressurization solenoid valve 10C. The first and second pressure reducing solenoid valves 11A and 11B are also of the first type.
Similar to the third to third pressurizing solenoid valves 10A to 10C, the orifices through which the brake fluid passes are different, and the magnitude relationship is such that the first depressurizing solenoid valve 11A <the second depressurizing solenoid valve 11B.

[0013] The brake force control device according to this embodiment includes:
By electrically detecting the stroke amount of the brake pedal 1,
Accordingly, first to third solenoid valves for pressurizing 10A to 10C,
The brake is applied to the brake device 13 by controlling the first and second decompression solenoid valves 11A and 11B or the fail-safe solenoid valve 12 (in an emergency) by the controller 6. While the brake pedal is being depressed (during pressure increase), the opening and closing of any of the first to third pressurizing solenoid valves 10 is repeated with the first and second pressure reducing solenoid valves 11A and 11B closed. Then, while the brake pedal is being depressed (during depressurization), the opening and closing of one of the first and second depressurizing solenoid valves 11 is repeated with the first to third pressurizing solenoid valves 10 closed. The fail-safe solenoid valve 12 is opened in the abnormal mode, and is closed at other times.

More specifically, the first to third pressurizing solenoid valves 10A to 10C are selectively used according to the difference in the pedal stroke rate while the brake pedal 1 is depressed. In this case, first, the first pressurizing solenoid valve 10A having the smallest orifice is selected, but if the hydraulic pressure cannot be supplied at the orifice of the first pressurizing solenoid valve 10A with respect to the current pedal stroke rate speed, another step is performed. The second pressurizing solenoid valve 10B having a large diameter orifice is selected.
If the hydraulic pressure can be supplied in time by selecting the second pressurizing solenoid valve 10B, this is used. However, if the supply of hydraulic pressure is not enough even with the second pressurizing solenoid valve 10B, the third pressurizing solenoid valve 10C having an orifice with a further larger diameter is selected. In this way, the most suitable one that can supply the hydraulic pressure in time is selected from the first to third solenoid valves for pressurizing 10A to 10C according to the difference in the pedal stroke rate when the brake is applied.

On the other hand, the first and second pressure reducing solenoid valves 11A, 11A
1B is performed according to the difference in the pedal stroke rate speed during the return of the brake pedal 1 (during the release of the brake). In this case, the first pressure reducing solenoid valve 11A having a small orifice is selected at first. However, if the hydraulic pressure cannot be released at the orifice of the first pressure reducing solenoid valve 11A with respect to the current pedal stroke rate speed, the one-stage diameter is reduced. The second pressure reducing solenoid valve 11B having a large orifice is selected. In this way, the first and second pressure reducing solenoid valves 11A, 11A,
11B, an optimal one that can supply hydraulic pressure in time is selected.

The controller 6 of the present embodiment includes a CPU (not shown), a memory in which a control algorithm is written, and a work memory for reading out the control algorithm from the memory and developing the read out algorithm. . The controller 6 calculates the stroke amount of the brake pedal 1 by calculation from the output of the pedal stroke sensor 3 and multiplies the obtained stroke amount by a predetermined conversion coefficient k to obtain a brake operation detection signal. Further, a target brake control signal is generated based on the obtained brake operation detection signal, and two thresholds are set for the target. When the two threshold values are generated, a signal from the brake pressure sensor 14 is input, and a brake control signal for maintaining the signal within the two threshold values is transmitted to the first to third solenoid valves 10A for pressurization. -10C, or one of the first and second decompression solenoid valves 11A and 11B, or the fail-safe solenoid valve 12.

Here, the controller 6 calculates the pedal stroke rate speed from the temporal change of the stroke amount, multiplies the calculated pedal stroke rate speed by a predetermined conversion coefficient k1, and sets the target corresponding to the braking force increase / decrease rate. Find the brake pressure rate. That is, the amount of change in brake pressure according to the amount of brake operation per control cycle time of the CPU of the controller 6 is determined.

After the target brake pressure rate is determined, the target brake pressure rate is calculated by using the target brake pressure rate, the first to third solenoid valves 10A to 10C, and the first and second solenoid valves.
The pulse rate at each solenoid valve is determined based on a conversion coefficient predetermined for each of the second pressure reducing solenoid valves 11A and 11B. Here, in the present embodiment, the first to third pressurizing solenoid valves 10A to 10C and the first and second pressure reducing solenoid valves 11A, 11A,
It is assumed that a two-position solenoid valve (only one of two positions, open or closed) is used for 1B, and the control time (ie, pulse rate and pulse duty) of the brake control signal is calculated. As a premise in this case, the pulse duty becomes a fixed value during one cycle of driving each solenoid valve, and the pulse rate becomes the time when each solenoid valve is in the open state. Then, as an arithmetic expression for calculating the pulse rate, first, hydraulic characteristics are measured by an experiment in advance, and approximated with linearity to the target brake pressure rate, and conversion coefficients are set for each orifice. In this case, the conversion coefficient of the first pressurizing solenoid valve 10A is (A, B),
The conversion coefficient of the pressurizing solenoid valve 10B is (C, D), the conversion coefficient of the third pressurizing solenoid valve 10C is (E, F),
The conversion coefficients of the first pressure reducing solenoid valve 11A are (A1, B
1), the conversion coefficient of the second pressure reducing solenoid valve 11B is (C
1, D1). The coefficient on the left is the coefficient by which the target brake pressure rate is multiplied.

The pulse rates of the first to third pressurizing solenoid valves 10A to 10C and the first and second depressurizing solenoid valves 11A and 11B can be obtained by the following equations. -First pressurizing solenoid valve 10A pulse rate = A x (target brake pressure rate) + B-Second pressurizing solenoid valve 10B Pulse rate = C x (target brake pressure rate) + D-Third pressurizing solenoid valve 10C pulse rate = E × (Target brake pressure rate) + F ・ First pressure reducing solenoid valve 11A Pulse rate = A1 × (Target brake pressure rate) + B1 ・ Second pressure reducing solenoid valve 11B Pulse rate = C1 × (Target brake pressure rate) + D1

From the magnitude relationship between the pulse rate and the pulse duty, which is the result of this calculation, the first to third pressurizing solenoid valves 10
A to 10C and the first and second pressure reducing solenoid valves 11A and 11B are selected. In this case, it is premised that the calculation formula for calculating the pulse rate of the brake control signal is an expression that takes hydraulic characteristics in an experiment and is approximated to have linearity, and is converted by pressurization / decompression, by orifice diameter, and by fixed pulse duty. Coefficients ("A, B, C, D, E, F, A1, B1, C1, D
1 "). The pulse duties of the brake control signal are the first to third solenoid valves 10A to 10A for pressurization.
The same value (that is, T1 = T2 = T3 = T4 = T5) is set in all of the first and second pressure reducing solenoid valves 11A and 11B. In addition, as shown in FIG. 4, the pulse rate of the brake control signal is the time from ON to OFF of the brake control signal, and the pulse duty is the time from ON to ON.

FIG. 2 is a view showing the operation of the brake control device according to the embodiment, and FIG. 3 is an enlarged view of a part of FIG. In the case of the present embodiment, the description is based on the brake pressure. Further, with respect to the above-described target brake control signal (indicating the target brake pressure), the threshold value on the high brake pressure side is α, and the threshold value on the low brake pressure side is β.

As shown in FIGS. 2 and 3, when the pedal stroke is no longer 0 mm and the brake pressure becomes equal to or less than the brake pressure threshold value β on the higher side, the time (P1)
, The preparation timer is counted (the controller 6 has a preparation timer). Then, it is determined whether or not the pedal stroke is other than 0 mm continuously for a predetermined time T until the preparation timer counts up.
It is determined that the brake pedal 1 is actually depressed, control is started, and first, the state is shifted to the holding state. On the other hand, if the pedal stroke returns to 0 mm within the predetermined time T in which the preparation timer counts up, the state returns to the non-control state. That is, it is determined that the brake pedal 1 has not been depressed, and the brake control is not started. Among them, the preparation timer is used in order to prevent malfunction due to noise generated from the engine or the like.

When the preparation timer counts up, the above-mentioned holding state, that is, the first to third solenoid valves 10A to 10A for pressurization are set.
C and the first and second decompression solenoid valves 11A and 11B are closed. Since the brake pressure is 0 (kgf / cm 2) and only the predetermined time T has elapsed at the time of transition from the start preparation state to the hold state, the brake pressure threshold value on the lower brake pressure side is determined as the state. β or less, and the state immediately shifts to the pressurized state.

When the state is shifted to the pressurized state, the first and second decompression solenoid valves 11A and 11B are kept closed and the first to third solenoid valves 11A and 11B are kept closed.
Among the pressurizing solenoid valves 10A to 10C, the one corresponding to the current pedal stroke rate speed is determined by the pulse rate obtained from the conversion coefficient of the solenoid valve and the target brake pressure rate obtained based on the current pedal stroke rate speed. Open and close repeatedly. In this case, when the brake is applied, usually, the brake pedal 1 is quickly depressed quickly, then temporarily loosened, and then depressed slightly immediately before the vehicle stops. That is, in the initial stage of the transition to the pressurized state, the pedal stroke rate speed is increased as shown in FIG. 2, and therefore, for example, the third pressurizing solenoid valve 10C having the largest diameter orifice is selected. This allows
The pressurization is performed and the brake pressure increases. And
Since the brake pedal 1 is depressed, the stroke amount increases, and accordingly, the target brake pressure also increases. Then, when the brake pressure becomes larger than the central target brake pressure (P2, FIG.
) Again, and the third pressurizing solenoid valve 10
C is closed. If the brake pedal 1 is still depressed even after the shift to the holding state, the brake pressure increases, but when the brake pressure falls below the target brake pressure threshold β, the shift to the pressurized state is resumed. I do.

As described above, while the brake pedal 1 is being depressed, pressurization and holding are repeated, and the target brake pressure and the lower side brake pressure are maintained until the final target of the target brake pressure, that is, the depression of the brake pedal 1 stops. Pressure is applied along two thresholds β, and in the pressing process, the first to third solenoid valves 10A to 10C are selectively selected according to the difference in pedal stroke rate speed. . In the case of FIG. 2, the third pressurizing solenoid valve 10C is selected in the initial period Tb1 of depression of the brake pedal 1, and thereafter, in the period Tb2 in which the pedal stroke rate speed is temporarily reduced, the first pressurizing solenoid valve 10A is selected. The second pressurizing solenoid valve 10B is selected in a period Tb3 immediately before the vehicle stops and the pedal stroke rate speed slightly increases, and the first pressurizing solenoid valve 10B is finally selected in a period Tb4 when the depression of the brake pedal 1 stops. This is an example in which the solenoid valve 10A is selected.

When the brake pedal 1 is returned and the stroke amount decreases while the target brake pressure is pressurized to the final target and held, the central target brake pressure also decreases. Then, when the brake pressure becomes equal to or higher than the brake pressure threshold value α on the higher side, the state shifts to a reduced pressure state at that point, and the first to third pressurizing solenoid valves 10A to 10C are kept in the closed state, and the first and third pressurizing solenoid valves 10A to 10C are kept closed. 2 Pressure reducing solenoid valves 11A, 11B
Among them, the one corresponding to the current pedal stroke rate speed is repeatedly opened and closed at the pulse rate determined from the conversion coefficient of the solenoid valve and the target brake pressure rate determined based on the current pedal stroke rate speed. When releasing the brake, usually, the brake pedal 1 is slightly loosened first, and then the pattern is returned almost at once. Therefore, at the beginning of the transition to the reduced pressure state,
As shown in FIG. 2, since the pedal stroke rate is small, the first pressure reducing solenoid valve 11 having a small diameter orifice is used.
A is to be selected. When the brake pressure becomes equal to or lower than the target brake pressure in a state where the first pressure reducing electromagnetic valve 11A is repeatedly opened and closed, the state is shifted to the holding state at that time and the first pressure reducing electromagnetic valve 11A is closed. Thereafter, when the brake pressure becomes equal to or higher than the brake pressure threshold value α, the state shifts to a reduced pressure state at that point.

As described above, while the brake pedal 1 is released, the pressure reduction and the holding are repeated until the final target of the target brake pressure is reached in accordance with the two threshold values of the target brake pressure and the brake pressure threshold α. And in the process of depressurization, the first,
The second pressure reducing solenoid valves 11A and 11B are alternatively selected.
In the case of FIG. 2, the period Tb5 when the brake pedal 1 is started to be returned
To select the first pressure-reducing electromagnetic valve 11A, and thereafter, during the period Tb6 when the pedal stroke rate speed sharply increases, and thereafter during the period Tb7 when the pedal stroke rate speed slightly decreases, the second pressure-reducing electromagnetic valve 1A is selected.
Select 1B.

On the other hand, in any of the holding state, the pressurizing state, and the depressurizing state, when the brake pedal 1 is suddenly returned and the pedal stroke becomes 0 mm, the state shifts to the end preparation state. In this case, in the end preparation state, the end timer (the controller 6 has an end timer) continues for a predetermined time until the end timer (the controller 6 has the end timer) in order to confirm whether or not the brake pedal 1 has been securely depressed. Then, it is determined whether or not the pedal stroke is 0 mm. If the pedal stroke is 0 mm continuously for a predetermined period of time, it is determined that the brake pedal 1 has not been depressed, and the state shifts to the non-control state. On the other hand, if the pedal stroke does not become 0 mm within the predetermined time when the end timer counts up, the state shifts to the holding state, and the pressure is again increased and decreased according to the relationship between the brake pressure at that time, the target brake pressure, and the two threshold values. Do.

Since the viscosity of the brake fluid changes depending on how the brake is applied and the temperature of the outside air, it is necessary to consider the viscosity of the brake fluid when obtaining the pulse rate. In this embodiment, a correction value of the pulse rate is obtained according to the amount of heat generated when the brake is applied.

FIG. 5 is a flowchart for obtaining the amount of heat generated when the brake is applied and the correction value. If the brake is turned on in step S300, step S3
In 02, it is determined whether or not the vehicle speed is equal to or higher than 0 km / h. If the vehicle speed is 0 km / h or more, step S
At 304, it is determined whether the wheels are locked. If the wheels are not locked, the brake is performing heat conversion due to friction between the brake drum and the pad, and cooling is being performed at the same time.
T is the sum of the heat generation amount Eh and the cooling amount Ec. When the wheels are locked, the vehicle speed is 0 km / h
When the brakes are off or when the brakes are off,
Since no heat conversion is performed, only cooling is performed, and step S31 is performed.
In 4, the temperature change amount ΔT is only the cooling amount Ec. Since the value obtained by ΔT is the amount of change, in step S308, the previous heat amount Tn−1 and the newly obtained ΔT are added to obtain the current heat amount Tn. These are performed for each wheel.

ΔT can be obtained by the following equation. ΔT = Eh + Ec Eh = (x · Z · E) / 2J · w · CE = (W / 2G) · (V12−V22) + (WS · si
nθ) Z = 1− (αE / αT) Ec = − (A · λ / w · C) · (T−Ta)

Here, Eh: brake temperature rise due to braking Ec: brake cooling temperature E: kinetic energy and potential energy Z: ratio of work to be borne by brake V1: initial braking speed V2: final braking speed S: traveling distance θ: Slope slope W: Weight of vehicle w: Weight of brake drum C: Specific heat of brake drum J: Work equivalent of heat x: Ratio of heat absorbed by brake drum αE: Deceleration due to vehicle running resistance only αT: Total reduction of vehicle Speed A: Surface area of brake drum λ: Thermal conductivity of brake drum T: Temperature of brake drum Ta: Atmospheric temperature

After the current calorie Tn is determined, step S3 is performed.
10. A correction value is obtained in step S312. This correction value is expressed by the following equation. Hosei = Tn × Y Y: Conversion coefficient The conversion coefficient Y of the correction value is negative when Tn is large in consideration of the difference in the ratio or the hydraulic pressure (patterns 1 and 2 shown below) and the variation due to the vehicle type. , Tn are positive when they are small. Here, the magnitude of Tn is represented by an absolute value, where Tn is large means the amount of heat in a region where the viscosity of the brake fluid decreases, and Tn is small the amount of heat in a region where the brake viscosity is high. FIG. 6 shows the relationship between Tn and Y. In this figure, point O is the middle of the points (P1, P2) where the change in brake fluid pressure when driven by a pulse without correction due to the amount of heat cannot maintain linearity due to a change in viscosity. Also, P
1. The threshold value of Tn at P2 and the value of Y for correction can be experimentally obtained. In this way, by making the value negative when Tn is large and making it positive when Tn is small, when the calorific value of the brake is high, that is, when Tn is large, the pulse tends to be throttled, and the caloric value of the brake becomes large. When low, that is, when Tn is small, the pulse can be made to have a tendency to spread.

Therefore, when the pulse rate is changed to an equation taking into account the amount of heat when the brake is applied, the following is obtained. As a pattern 1, when a correction value to be obtained is set as a ratio based on the calorific value of the brake. ・ First pressurizing solenoid valve 10A pulse rate = (A + Hosei) × (target brake pressure rate) + B ・ Second pressurization solenoid valve 10B Pulse rate = (C + Hosei) × (Target brake pressure rate) + D ・ Third pressurizing solenoid valve 10C Pulse rate = (E + Hosei) × (Target brake pressure rate) + F ・ First depressurizing solenoid valve 11A Pulse rate = (A1 + Hosei) × (Target) Brake pressure rate) + B1 • Second pressure reducing solenoid valve 11B Pulse rate = (C1 + Hosei) × (Target brake pressure rate) + D1

As a pattern 2, from the calorific value of the brake,
When the correction value to be obtained is a hydraulic pressure: • The first pressurizing solenoid valve 10A pulse rate = (A x target brake pressure rate + B) +
Hosei • Second pressurizing solenoid valve 10B Pulse rate = (C x target brake pressure rate + D) +
Hosei • Third pressurizing solenoid valve 10C Pulse rate = (E x target brake pressure rate + F) +
Hosei ・ First pressure reducing solenoid valve 11A Pulse rate = (A1 × target brake pressure rate + B1)
+ Hosei • Second pressure reducing solenoid valve 11B Pulse rate = (C1 x target brake pressure rate + D1)
+ Hosei

In the first embodiment, pattern 1 will be described, and pattern 2 will be described in the second embodiment.

(B) Operation of Brake Braking Device Next, a detailed operation of the brake braking device of the present embodiment will be described. FIG. 7 is a diagram showing a main flow of the operation of the brake control device according to the embodiment. FIG. 8 is a diagram showing a sub-flow of the operation of the brake force control device of the embodiment shown in FIG. FIG. 9 is a sub-flow chart of the operation of the brake force control device of the embodiment shown in FIG. 7, and FIG. 10 is a sub-flow chart of the operation of the brake force control device of the embodiment shown in FIG.

(A) Main Flow When an ignition switch (not shown) is turned on and power is applied to the brake force control device, first, a non-control mode is set in step S10. And step S
At 12, the output of the pedal stroke sensor 3 is captured. Then, in step S14, the pedal stroke amount is calculated from the output of the pedal stroke sensor 3 just taken in. Next, the process proceeds to step S16, in which a target brake pressure, which is a brake control signal, is obtained by multiplying the stroke amount by a predetermined conversion coefficient k. After obtaining the target brake pressure, the target brake pressure is increased by + in step S18.
The two threshold values α and β obtained by m and −n are obtained.

On the other hand, the above steps S12 to S1
In addition to the processing of No. 8, the processing of steps S20 and S22 and the processing of steps S24 and S26 are performed. That is, in step S20, the output of the brake pressure sensor 14 is fetched, and based on this, the
To calculate the brake pressure by calculation. Step S
At 24, the pedal stroke rate speed is calculated from the temporal change of the pedal stroke amount, and then step S
At 26, a predetermined conversion coefficient k is set to the pedal stroke rate speed.
Multiply by 1 to generate the target brake pressure rate. Then, the processing of the above steps S10 to S26,
After that, the process proceeds to the solenoid valve control process. After the completion of the solenoid valve control processing, the first to third solenoid valves for pressurizing 10A to 10C, the first and second solenoid valves for depressurizing 11A and 11C are actually
The process proceeds to an output process for driving the solenoid valve B and the fail-safe solenoid valve 12.

The solenoid valve control process will be described below with reference to FIG. 8, the solenoid valve selection process with reference to FIG. 9, and the output process with reference to FIG. (B) Solenoid valve control processing First, in step S30, it is determined whether or not the current mode is the non-control mode. That is, it is determined whether or not the brake pedal 1 is depressed. If the brake pedal 1 is not depressed, the mode is the non-control mode, and if the brake pedal 1 is depressed, the mode is the control mode. In this determination, if it is determined in step S30 that the current time is the non-control mode, the process proceeds to step S32.

In step S32, the target brake pressure-
It is determined whether the threshold value β of n is greater than the current brake pressure. Here, threshold value β of target brake pressure−n
Is less than the current brake pressure,
Specified as non-control mode. In the output processing flow shown in FIG. 10, the non-control mode determination has been made in step S100. Then, step S100
Then, the process proceeds to step S102, in which the first to third pressure reducing solenoid valves 10A to 10C are set to the closed state and the first and second pressure reducing solenoid valves 11A or 11B are set to the open state.

On the other hand, in the determination of step S32, the current brake pressure is equal to the threshold value β of the target brake pressure-n.
If it is determined that it is below, the process proceeds from step S32 to step S34, and the mode is switched to the start preparation mode, and at the same time, the count by the preparation timer is started. That is, this step S32 is to add a viewpoint of judgment other than the stroke amount of the pedal, and is to make a more accurate judgment of the non-control mode state.

Switching to the start preparation mode means that in the output processing flow shown in FIG. 10, it is determined in step S100 that the mode is not the non-control mode, and the process proceeds to step S104. Then, the process proceeds from step S104 to step S106, in which the first to third pressure reducing solenoid valves 10A to 10C are set to the closed state, and the first and second pressure reducing solenoid valves 11A or 11B are set to the open state. The time when the current brake pressure first becomes equal to or less than the threshold value β of the target brake pressure −n
The state at the time point P1 shown in FIG. 3 and before the time point P1 is all in the non-control mode.

If it is determined in step S30 shown in FIG. 8 that the current mode is not the non-control mode, it is determined in step S36 whether or not the mode is the start preparation mode. If it is determined in step S36 that the current mode is the start preparation mode, the flow advances to step S38 to determine whether or not the pedal stroke is 0 mm. That is, it is determined whether or not the brake pedal 1 is depressed. In this determination, if it is determined that the pedal stroke is 0 mm, step S
At 40, the mode is set to the non-control mode. And FIG.
In the output processing flow shown as 0, the state of step S102 is entered because the non-control mode determination is made in step S100.

On the other hand, when the pedal stroke is 0 mm
If not, the process proceeds to step S42, and it is determined whether the preparation timer has expired. If the preparation timer has not expired, the count of the preparation timer is continued in step S44. In this case, since the start preparation mode is set until the preparation timer counts up, in the output processing flow, each solenoid valve is set in step S106.
It is a state of. On the other hand, if it is determined that the preparation timer has timed out, the mode is set to the holding mode in step S46. In this case, in the output processing flow shown in FIG. 10, it is determined that the holding mode has been determined in step S108. Proceeding from step S108 to step S110, the first to third solenoid valves 10A to 10A
10C and the first and second pressure reducing solenoid valves 11A and 11B are both closed.

If it is in the holding mode state, step S48 is performed.
Then, the process proceeds to step S50 to determine whether or not the brake pressure is equal to or less than a threshold line β of the target brake pressure -n. In this determination, when it is determined that the brake pressure is equal to or less than the threshold line β of the target brake pressure-n, the process proceeds to step S52, and the mode is switched to the pressurization mode. Then, the process proceeds to step S54. On the other hand, if it is determined that the brake pressure is not less than the threshold line β of the target brake pressure -n, the process proceeds to step S54 in the holding mode state.

In step S54, it is determined whether or not the brake pressure is equal to or higher than the threshold line α of the target brake pressure + m. In this determination, when it is determined that the brake pressure is equal to or more than the threshold line α of the target brake pressure + m, the process proceeds to step S56, and the mode is switched to the pressure reduction mode. After setting the pressure reduction mode, the process proceeds to step S58. On the other hand, if it is determined that the brake pressure is not equal to or more than the threshold line α of the target brake pressure + m, the process proceeds to step S58 in the pressurizing mode or the holding mode.

At step S58, it is determined whether or not the pedal stroke is 0 mm. When it is determined that the pedal stroke is 0 mm, the process proceeds to step S60, where the mode is switched to the end preparation mode, and at the same time, counting by the end timer is performed. To start. In this case, in the output processing flow shown in FIG. 10, from the non-control mode determination in step S100 to the start preparation mode determination in step S104,
Determination of holding mode in step S108, step S11
No until the pressurization mode determination in step 2 and the pressure reduction mode determination in step S116 are No, and the process proceeds to the determination in step S120 that the mode is the end preparation mode. Then, in step S122, the state is actually the same as in the holding mode, and the first to third pressurizing solenoid valves 10A
-10C and the first and second pressure reducing solenoid valves 11A and 11B are both closed. On the other hand, if the pedal stroke is not 0 mm in step S58, the flow shifts to the output processing flow shown in FIG. 10 in any of the holding mode, the pressurizing mode, and the depressurizing mode. Therefore, step S120
It does not go to the judgment of.

As described above, in the processing from step S48 to step S60, "from the holding mode state, when the brake pressure falls below the threshold line β of the target brake pressure -n, the pressure is increased and the target brake pressure + m is increased. When the pressure exceeds the threshold line α, the pressure is reduced.
If m, the brake operation is in the direction of ending. ”, The overall rough flow is determined and set in the overall processing.

Next, when in the pressure mode, the process proceeds from step S62 shown in FIG. 8 to step S64. Here, it is determined whether or not the brake pressure is equal to or higher than the target brake pressure. If it is determined that the brake pressure is equal to or higher than the target brake pressure, the process proceeds to step S66, the mode is switched to the holding mode, and the process proceeds to step S68. On the other hand, if it is determined in step S64 that the brake pressure is not equal to or higher than the target brake pressure, the process proceeds to step S68 in the pressurizing mode. In step S68, it is determined whether or not the pedal stroke is 0 mm. If it is determined that the pedal stroke is 0 mm, the mode is switched to the end preparation mode in step S70. On the other hand, if it is determined that the distance is not 0 mm, the processing shifts to the output processing in the holding mode or the pressure mode. As described above, from step S62 to step S70, the holding mode is set when the brake pressure exceeds the target brake pressure in the pressurization mode, that is, the brake pressure during pressurization is equal to the target brake pressure and the target brake pressure. −n threshold line β.

Next, if the state is the decompression mode, the process proceeds from step S72 to step S74. Here, it is determined whether or not the brake pressure is equal to or lower than the target brake pressure. If it is determined that the brake pressure is equal to or lower than the target brake pressure, the process proceeds to step S76, and the mode is switched to the holding mode. Then, the process proceeds to step S78. On the other hand, if it is determined in step S74 that the brake pressure is not equal to or lower than the target brake pressure, the process proceeds to step S78 with the pressure reduction mode maintained. In step S78, it is determined whether or not the pedal stroke is 0 mm. When it is determined that the pedal stroke is 0 mm, the mode is switched to the end preparation mode in step S80, and the process proceeds to the output process. On the other hand, when it is determined that the distance is not 0 mm, the processing shifts to the output processing in the pressure reduction mode or the holding mode.
Thus, in steps S72 to S80,
When the brake pressure is lower than the target brake pressure in the pressure reduction mode, the hold mode is set. That is, the brake pressure at the time of pressure reduction is the target brake pressure and the target brake pressure + m
And the threshold line α.

Next, if the state is the end preparation mode, the process proceeds from step S82 to step S84, in which it is determined whether or not the pedal stroke is 0 mm. Then, the mode is switched to the holding mode, and the process proceeds to the output process. If it is determined that the pedal stroke is 0 mm, it is determined in step S86 whether or not the end timer has expired. If it is determined in this determination that the end timer has expired, the mode is switched to the non-control mode in step S88, and the process proceeds to output processing. On the other hand, if it is determined that the end timer has not expired, the count of the end timer is continued in step S90,
The process proceeds to the output process assuming that the state is still in the end preparation mode.

The modes are non-control mode, start preparation mode,
If it is not in any of the holding mode, the pressurizing mode, the depressurizing mode, and the end preparation mode, the abnormal mode is set, and the output process proceeds from step S120 to step S124 shown in FIG. 3 Solenoid valve for pressurization 1
0A to 10C and first and second decompression solenoid valves 11A and 11
B are both closed, and the fail-safe solenoid valve 12 is opened. When the fail-safe solenoid valve 12 is opened, the brake fluid pressure from the cylinder 4 is directly output to the brake device 13.

As described above, in the solenoid valve control processing shown in FIG. 8, the non-control mode, the start preparation mode, the holding mode,
It is output in any of the pressurizing mode, the depressurizing mode, the end preparation mode, and the abnormal mode. (C) Solenoid valve selection process In the solenoid valve selection process flow shown in FIG. 9, these output modes are determined, and the solenoid valve selection control in the pressurization mode and the pressure reduction mode is performed. Therefore, the pressure mode is determined in step S150, and then the pressure reduction mode is determined in step S190. In other modes, the pulse rate is cleared in step S220, and the pulse duty is cleared in step S222, and the process shifts to the output processing in FIG. 10 described above in each mode.

Here, a case where the output from the solenoid valve control processing shown in FIG. 8 is in the pressurization mode will be described. FIG. 9 shows the flow of the solenoid valve selection process. If it is determined in step S150 that the output is the pressurization mode, the process proceeds to the solenoid valve selection process shown in FIG. First, in step S152, the above-described pulse rate (t1) is obtained by using the conversion coefficients (A, B) set for the first pressurizing solenoid valve 10A based on the current target brake pressure rate. Performs a formula operation. Pulse rate (t1) = (A + Hosei) × (target brake pressure rate) + B Then, when the pulse rate (t1) is obtained, step S
At 154, it is determined whether the pulse rate (t1) is equal to or greater than the pulse duty (T1). In this determination, if it is determined that the pulse rate (t1) is not equal to or greater than the pulse duty (T1), that is, if it is determined that the pulse rate is less than the pulse duty (T1), the process proceeds to step S156. Then, in a step S156, it is determined whether or not the pulse rate (t1) is less than the minimum pulse rate (the minimum time during which the solenoid valve can mechanically follow). In this determination, if the pulse rate (t1) is not less than the minimum pulse rate, that is, if it is not less than the minimum pulse rate, the first pressurizing solenoid valve 10
In step A158, it is determined that hydraulic pressure can be supplied at step A, and the pulse rate (t1) is determined.

If it is determined in step S156 that the pulse rate (t1) is less than the minimum pulse rate, it is determined that the first pressurizing solenoid valve 10A is too small to handle the current target brake pressure. New pulse duty (T1n) based on rate
Is obtained by calculation. In this case, the pulse duty (T
The conversion coefficients for obtaining 1n) are (a, b). Pulse rate (T1n) = (b− (target brake pressure rate)) × a When the pulse duty (T1n) is obtained, the pulse duty (T1n) is determined as a pulse duty lower than the minimum pulse rate in step S162. Then, in step S164, the pulse rate (t1) is determined as the minimum value.

When the pulse rate is determined in step S158 or the pulse rate is determined as the minimum value in step S164, the first pressurizing solenoid valve 10A having the smallest diameter orifice is selected in step S166 and the processing is performed. Exit. Then, in the output processing flow shown in FIG. 10, as in step S114, the first and second depressurizing solenoid valves 11A and 11B are respectively closed, and the first pressurizing solenoid valve 10A is repeatedly opened and closed. In this case, if the pulse rate (t1) is less than the minimum pulse rate, the first pressurizing solenoid valve 10A is opened and closed by a brake control signal of the pulse rate (t1) and the pulse duty (T1n), and the pulse rate (t1) If it is above the minimum pulse rate,
The first pressurizing solenoid valve 10A is opened and closed by a brake control signal having a pulse rate (t1) and a pulse duty (T1).

In step S154, the pulse rate (t
If it is determined that 1) is equal to or greater than the pulse duty (T1), the hydraulic pressure cannot be supplied in time for the diameter of the first pressurizing solenoid valve 10A. Therefore, the process proceeds to step S168, and the second pressurizing brake pressure rate is determined based on the current target brake pressure rate. The following equation for calculating the pulse rate (t2) is performed using the conversion coefficients (C, D) set for the solenoid valve 10B. Pulse rate (t2) = (C + Hosei) × (target brake pressure rate) + D After calculating the pulse rate (t2), step S
At 170, it is determined whether the pulse rate (t2) is equal to or greater than the pulse duty (T2). In this determination, if it is determined that the pulse rate (t2) is not equal to or greater than the pulse duty (T2), that is, if it is determined that the pulse rate is less than the pulse duty (T2), the hydraulic pressure can be supplied by the second pressurizing solenoid valve 10B. Proceeding to S172, the pulse rate (t2) is determined. Pulse rate (t2)
Is determined, in step S174, the second pressurizing solenoid valve 1
Select 0B and exit the process. Then, in the output processing flow shown in FIG. 10, as in step S114, the first and second depressurizing solenoid valves 11A and 11B are respectively closed, and the second pressurizing solenoid valve 10B is repeatedly opened and closed. In this case, the second pressurizing solenoid valve 10 is controlled by a brake control signal having a pulse rate (t2) and a pulse duty (T2).
Open and close B.

If it is determined in step S170 that the pulse rate (t2) is equal to or greater than the pulse duty (T2), the hydraulic pressure cannot be supplied in time for the diameter of the second pressurizing solenoid valve 10B, and the process proceeds to step S176. Third pressurizing solenoid valve 1 based on the current target brake pressure rate
The following equation for calculating the pulse rate (t3) is performed using the conversion coefficients (E, F) set for 0C. Pulse rate (t3) = (E + Hosei) × (target brake pressure rate) + F After calculating the pulse rate (t3), it is determined in step S178 whether the pulse rate (t3) is equal to or greater than the pulse duty (T3). I do. In this determination, when it is determined that the pulse rate (t3) is not equal to or greater than the pulse duty (T3), that is, when it is determined that the pulse rate is less than the pulse duty (T3), hydraulic pressure can be supplied by the third pressurizing solenoid valve 10C. Proceeding to S180, the pulse rate (t3) is determined. After the pulse rate (t3) is determined, in step S182, the third pressurizing solenoid valve 10C is selected, and the process exits. Then, in the output processing flow shown in FIG. 10, the first and second depressurizing solenoid valves 11A and 11B are respectively closed and the third pressurizing solenoid valve 10C is opened and closed as in step S114. In this case, the third pressurizing solenoid valve 10C is opened and closed by a brake control signal having a pulse rate (t3) and a pulse duty (T3).

If it is determined in step S178 that the pulse rate (t3) is equal to or greater than the pulse duty (T3), the process proceeds to step S184, where the pulse rate (t3) is determined by performing a full pressurization rate. Then, in step S182, the third pressurizing solenoid valve 10C is selected, and the process exits. Then, similarly to the above, in the output processing flow shown in FIG.
The depressurizing solenoid valves 11A and 11B are closed, and the third pressurizing solenoid valve 10C is opened and closed. In this case, the third pressurizing solenoid valve 10C is opened and closed by a brake control signal having a pulse rate (t3) and a pulse duty (T3).

On the other hand, a case where the output from the solenoid valve control processing shown in FIG. 6 is in the pressure reducing mode will be described. Step S150
If it is determined in step S19 that the output is the decompression mode output, step S19
0, the conversion coefficients (A1, B) set for the first pressure reducing solenoid valve 11A based on the current target brake pressure rate.
The calculation is performed by the following equation to obtain the pulse rate (t4) using 1). Pulse rate (t4) = (A1 + Hosei) × (target brake pressure rate) + B1 Then, the process proceeds to step S194, and it is determined whether or not the pulse rate (t4) just obtained is equal to or greater than the pulse duty (T4). In this determination, the pulse rate (t4)
Is less than or equal to the pulse duty (T4), that is, if it is determined to be less than the pulse duty (T4),
Since hydraulic pressure can be supplied by the first pressure reducing solenoid valve 11A,
Proceeding to step S196, it is determined whether the pulse rate (t4) is less than the minimum pulse rate. In this determination, if the pulse rate (t4) is not less than the minimum pulse rate, that is, if the pulse rate is not less than the minimum pulse rate, the process proceeds to step S206, the pulse rate (t4) is determined, and in step S204, the first pressure reducing solenoid valve is depressed. 11A is selected and the process is exited.

On the other hand, if the pulse rate (t4) is less than the minimum pulse rate, the first pressure-reducing solenoid valve 11A is too small if the pulse rate (t4) is kept as it is, and a new pressure is applied based on the current target brake pressure rate in step S198. The pulse duty (T4n) is obtained by calculation. In this case, the conversion coefficients for calculating the pulse duty (T4n) are (a1, b)
It is obtained by the following formula using 1). Pulse duty (T4n) = (b1− (target brake pressure rate)) × a1 After obtaining a new pulse duty (T4n), the pulse duty (T4n) is determined as a pulse duty less than the minimum pulse rate in step S200. I do. In step S202, the pulse rate (t4) is determined as the minimum value, and in step S204, the first pressure-reducing electromagnetic valve 11A is selected, and the process exits. Then, in the output processing flow shown in FIG.
The pressurizing solenoid valves 10A to 10C are closed, and the first depressurizing solenoid valve 11A is opened and closed. In this case, if the pulse rate (t4) is less than the minimum pulse rate, the first pressure reducing solenoid valve 11A is opened and closed by the brake control signal of the pulse rate (t4) and the pulse duty (T4n), and the pulse rate (t4) is reduced. If the pulse rate is equal to or greater than the minimum pulse rate, the first pressure reducing solenoid valve 11A is opened and closed by a brake control signal having a pulse rate (t4) and a pulse duty (T4).

If it is determined in step S194 that the pulse rate (t4) is equal to or greater than the pulse duty (T4), the first pressure reducing solenoid valve 11A cannot supply the hydraulic pressure in time. Second pressure reducing solenoid valve 11B based on the target brake pressure rate
Using the parameters (C1, D1) obtained in step (1), the following equation for calculating the pulse rate (t5) is performed. Pulse duty (t5) = (C1 + Hosei) × (target brake pressure rate) × D1 After calculating the pulse rate (t5), the process proceeds to step S210, and the pulse rate (t5) just obtained is equal to or greater than the pulse duty (T5). It is determined whether or not. In this determination, the pulse rate (t5) is the pulse duty (T5)
If it is judged that it is not the above, that is, the pulse duty (T5)
If it is determined that it is less than the predetermined value, the process proceeds to step S212, the pulse rate (t5) is determined, and in step S214, the second pressure reducing solenoid valve 11B is selected, and the process exits. Then, in the output processing flow shown in FIG.
118, the first to third solenoid valves for pressurizing 10A to 10C
Are closed, and the second pressure reducing solenoid valve 11B is opened and closed. In this case, the second pressure reducing solenoid valve 10B is opened and closed by a brake control signal having a pulse rate (t5) and a pulse duty (T5).

If it is determined in step S210 that the pulse rate (t5) is equal to or greater than the pulse duty (T5), the pulse rate (t5) is determined in step S216.
5) is determined by performing a full pressurization rate, and in step S214, the second pressure reducing solenoid valve 11B is selected and the process is terminated. Then, in the same manner as described above, in the output processing flow shown in FIG. 10, the first to third pressurizing solenoid valves 10 </ b> A to 10 </ b> C are closed, and the second pressure reducing solenoid valve 1
1B is opened and closed. In this case, the pulse rate (t
5) The pressure reducing solenoid valve 10B is opened and closed by the brake control signal of the pulse duty (T5).

As described above, in the first embodiment,
A target brake pressure obtained according to the stroke amount of the brake pedal 1 is set as a target, and a signal from the brake pressure sensor 14 is input when two thresholds (ie, brake pressures α and β) sandwiching the target are generated. Then, a brake control signal for maintaining this signal within two threshold values is output to one of the first to third solenoid valves for pressure application 10A to 10C and the first and second solenoid valves for pressure reduction 11A and 11B. Therefore, no divergence occurs in this braking control. In addition, according to the depressing speed of the brake pedal 1, the first to the first brake control signals to be corrected by the correction value obtained from the heat generation amount of the brake.
Since the control amount, that is, the pulse rate, of the third pressurizing solenoid valves 10A to 10C and the first and second depressurizing solenoid valves 11A and 11B is changed, the lubrication to the brake device 13 becomes very smooth, and the brake operation is reduced. Followability is improved. Further, since the followability of the brake operation is improved, even if the threshold value is set to one, the divergence does not occur as in the related art. Further, since the pulse rate is corrected with a correction value obtained from the heat generation amount of the brake, a stable control amount can be obtained even if a viscosity change occurs due to a change in the temperature of the brake fluid, and the vehicle vibration caused by the viscosity becoming too small. Also, the jerky behavior of the brake due to the excessively high viscosity does not occur. As a result, the braking force can be reliably controlled, and a highly reliable braking force control device can be provided.

(II) Second Embodiment FIG. 11 is a diagram showing an electromagnetic valve selection process which is a sub-flow of the operation of the brake force control device according to the second embodiment of the present invention. In the second embodiment, a hydraulic pressure is used as a correction value obtained from the calorific value of the brake. That is, the above-described pattern 2 is adopted. For the first pressurizing solenoid valve 10A, the pulse rate = (A × target brake pressure rate + B) + Hosei, and for the second pressurizing solenoid valve 10B, , Pulse rate = (C × target brake pressure rate + D) + Hosei, third pressurizing solenoid valve 10C
, The pulse rate = (E × target brake pressure rate + F) + Hosei, and the pulse rate = (A1 × target brake pressure rate +) for the first pressure reducing solenoid valve 11A.
B1) + Hosei, the pulse rate for the second pressure reducing solenoid valve 11B = (C1 × target brake pressure rate + D1) +
It becomes Hosei. This will be described in a second embodiment. The processing contents are the same as those in FIG. 9 described above except for the equation for obtaining the pulse rate, and therefore the step numbers are the same. In the second embodiment, the same effects as in the first embodiment can be obtained.

In the first and second embodiments,
The absolute value of the difference between the target brake pressure and each threshold value may be the same value or different values. In the first and second embodiments, the first to third solenoid valves for pressurizing 1 to 1 are used.
0A to 10C and first and second decompression solenoid valves 11A and 11
The pulse rate and duty of the brake control signal were obtained by calculation using a two-position solenoid valve as B. However, even in the case of current control such as a proportional control valve, the amount of increase or decrease in current can be obtained. The output device is not limited to a two-position solenoid valve. In the first and second embodiments, the present invention is applied to a vehicle. However, it is needless to say that any device that controls pressure can be applied.

[0068]

As described above, according to the present invention,
When the control signal generation means controls the brake force control means so as to be in accordance with at least one threshold value proportional to the brake operation detection signal, the control signal generation means corrects with a correction value obtained from the heat generation amount of the brake according to the brake pedal depressing speed. Since the control amount of the brake control signal to the brake means is changed, the change in the braking force of the brake device is smoothed, the followability of the brake operation is improved, and the frequency of control switching for increasing and decreasing the braking force is not increased. can do. Further, since the control amount is corrected by the correction value obtained from the heat generation amount of the brake, a stable control amount can be obtained even if a viscosity change occurs due to a temperature change of the brake fluid, and the vehicle vibration caused by the viscosity becoming too small. Also, the jerky behavior of the brake due to the excessively high viscosity does not occur. As a result, the control of the braking force is less likely to be affected by disturbance, and a highly reliable braking force control device can be provided.

[Brief description of the drawings]

FIG. 1 is a block diagram illustrating a configuration of a brake control device according to a first embodiment of the present invention.

FIG. 2 is a diagram illustrating an operation of the brake control device according to the first embodiment of the present invention.

FIG. 3 is an enlarged view of a part of FIG. 2;

FIG. 4 is a diagram showing a waveform of a brake control signal of the brake control device according to the first embodiment of the present invention.

FIG. 5 is a diagram showing a flow of a calculation of a brake calorific value and a correction value of the brake control device according to the first embodiment of the present invention.

FIG. 6 is a diagram used for explaining a calculation of a brake calorific value and a correction value of the brake control device according to the first embodiment shown in FIG. 5;

FIG. 7 is a diagram showing a main flow of an operation of the brake control device according to the first embodiment of the present invention.

FIG. 8 is a diagram showing a sub-flow chart of the operation of the brake force control device of the first embodiment shown in FIG. 7;

FIG. 9 is a diagram showing a sub-flow chart of the operation of the brake force control device of the first embodiment shown in FIG. 7;

FIG. 10 is a diagram showing a sub-flow chart of the operation of the braking force control device according to the first embodiment shown in FIG. 7;

FIG. 11 is a diagram showing a sub-flow chart of an operation of the brake control device according to the second embodiment of the present invention.

[Explanation of symbols]

 REFERENCE SIGNS LIST 1 brake pedal 2 brake switch 3 brake stroke sensor 4 cylinder 5 stroke simulator 6 ECU 7 accumulator 8 reservoir 9 pump 10A to 10C pressurizing solenoid valve 11A, 11B depressurizing solenoid valve 12 fail-safe solenoid valve 13 brake device 14 brake pressure sensor

Claims (2)

[Claims] 1. A brake force control device for converting a depression amount of a brake pedal into a brake operation detection signal, and controlling a brake force control means based on the signal to generate a braking force on the brake means, wherein Control signal generating means for setting at least one threshold value in proportion to the operation detection signal; a brake operation speed obtained from the brake operation detection signal; and a brake force increase / decrease rate for obtaining a brake force increase / decrease rate based on the brake operation speed Setting means for determining a correction value for correcting the braking force increase / decrease rate based on the amount of heat generated by the brake when the brake pedal is depressed; and a brake for correcting the braking force increase / decrease rate determined by the brake force increase / decrease rate setting means based on the correction value. Power increase / decrease rate correction means, and an application amount detection means for detecting an operation degree of the brake means, wherein the control signal A brake for controlling the brake force control means so as to maintain the signal from the applied amount detection means so as to be in line with the threshold value in accordance with the brake force change rate corrected by the brake force change rate correction means. A braking force control device that outputs a control signal. 2. The brake force increase / decrease rate correction means obtains a correction value that tends to decrease the brake force increase / decrease rate when the heat value of the brake is high, and increases the brake force increase / decrease rate when the heat value of the brake is low. 2. The brake force control device according to claim 1, wherein a correction value is determined for the tendency to occur.