JP2002104154A - Motion control device for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To minimize an operation sound caused by repeating of a pressurizing state and a non-pressurizing state in automatic pressurization control, to suppress energy consumption, and to instantly apply brake hydraulic pressure when a brake operation is performed. SOLUTION: Motion control of the vehicle is performed by applying the automatic pressurization control to a wheel cylinder at least in a non-operation of a brake pedal. In a predetermined time after the completion of the motion control of the vehicle, an automatic hydraulic pressure generating device is kept in an operating state, and a hydraulic pressure control valve is driven and controlled to break between the automatic hydraulic pressure generating device and the wheel cylinder. The automatic hydraulic pressure generating device is set into the non-operation state in response to a detection result of at least one of a brake operation detecting means and an accelerator operation detecting means, and the breaking state between the automatic hydraulic pressure generating device and the wheel cylinder by the hydraulic pressure control valve is released.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle motion control device for performing various controls such as traction control and braking steering control, and more particularly to an automatic hydraulic pressure control system for generating a brake hydraulic pressure regardless of brake pedal operation. A hydraulic pressure control valve is interposed between the generator and each of the wheel cylinders, and the drive pressure of the automatic hydraulic pressure generator is controlled and the hydraulic pressure control valve is driven and controlled according to the motion state of the vehicle. The present invention relates to a vehicle motion control device capable of performing automatic pressurization control.

[0002]

2. Description of the Related Art For example, Japanese Patent Laying-Open No. 2-218663 discloses a hydraulically operated booster in which activation of a booster is controlled only by actuation of a solenoid valve device in response to a signal from an electronic controller, and a vehicle equipped with the same. Braking devices have been proposed. For example, when the drive wheels tend to spin (slip), the booster is automatically activated by a solenoid valve to generate master cylinder hydraulic pressure, and brakes are applied to the spin wheels regardless of brake pedal operation. It is described that the traction force control is performed.

[0003]

In the vehicle braking device disclosed in the above-mentioned publication, the pressurized state and the non-pressurized state are repeated by the automatic pressurizing means such as a booster. Energy consumption of automatic pressurizing means (Negative pressure consumption when using vacuum booster)
Is large.

[0004] In order to cope with this, the timing of disabling the automatic pressurizing means is delayed, and the delay control for shutting off the connection between the automatic pressurizing means and the wheel cylinder is performed, so that the automatic pressurizing means is not activated. The number of repetitions is reduced,
As a result, the energy consumption of the automatic pressurizing means can be reduced. However, during this delay control, the brake fluid pressure is not supplied to the wheel cylinders.
During this time, it is necessary to consider a quick response when the brake pedal is operated.

SUMMARY OF THE INVENTION Accordingly, the present invention provides a motion control apparatus for a vehicle which performs automatic pressurization control on a wheel cylinder at least when a brake pedal is not operated. It is another object of the present invention to reduce energy consumption and to make it possible to immediately apply brake fluid pressure to a wheel cylinder when a brake operation is performed.

[0006]

SUMMARY OF THE INVENTION In order to solve the above-mentioned problems, the present invention relates to a wheel cylinder mounted on each wheel of a vehicle and a brake fluid independent of operation of a brake pedal. An automatic hydraulic pressure generating device that generates pressure, a hydraulic control valve that is interposed between the automatic hydraulic pressure generating device and each of the wheel cylinders, and controls a brake hydraulic pressure of each of the wheel cylinders; The automatic hydraulic pressure generating device is driven and controlled according to the motion state of the vehicle, and the hydraulic pressure control valve is driven and controlled, and at least when the brake pedal is not operated, the automatic pressure control is performed on the wheel cylinder. A vehicle motion control device comprising: a vehicle motion control device; and an accelerator operation detection device configured to detect an accelerator operation state of the vehicle. Brake operation detecting means for detecting a key operation state, wherein the control means maintains the automatic hydraulic pressure generating device in an operating state for a predetermined time after the end of the motion control of the vehicle, and the hydraulic pressure control valve To control the automatic hydraulic pressure generating device and each of the wheel cylinders to be in a shut-off state, and to control the automatic hydraulic pressure in accordance with the detection result of at least one of the brake operation detecting means and the accelerator operation detecting means. The pressure generating device is deactivated and the shut-off state between the automatic hydraulic pressure generating device and each of the wheel cylinders by the hydraulic pressure control valve is released.

When the accelerator operation is detected by the accelerator operation detecting means within a predetermined time after the end of the motion control of the vehicle, the control means controls the automatic hydraulic pressure generating device. And the hydraulic pressure control valve to shut off between the automatic hydraulic pressure generating device and each of the wheel cylinders, and when the accelerator operation detecting means does not detect the accelerator operation, While the automatic hydraulic pressure generator is deactivated,
It is preferable that the shut-off state between the automatic hydraulic pressure generating device and each of the wheel cylinders by the hydraulic pressure control valve is released. The accelerator operation detecting means includes:
A sensor for directly detecting the operation amount or operation speed of the accelerator pedal may be provided. For example, the throttle opening is detected by a throttle sensor, and the operation amount of the accelerator pedal can be estimated based on the detection result.

The control means may control the automatic operation when the brake operation detection means does not detect a brake operation within a predetermined time after the end of the motion control of the vehicle. When the hydraulic pressure generating device is in the operating state, the automatic hydraulic pressure generating device by the hydraulic pressure control valve is disconnected from each of the wheel cylinders, and a brake operation is detected by the brake operation detecting means. The automatic hydraulic pressure generating device may be configured to be in a non-operating state, and to release a shut-off state between the automatic hydraulic pressure generating device and each of the wheel cylinders by the hydraulic pressure control valve.

[0009]

Preferred embodiments of the present invention will be described below with reference to the accompanying drawings. First, an overall configuration of a vehicle including an embodiment of the present invention will be described with reference to FIG. The engine EG has a throttle control device TH and a fuel injection device F
In the internal combustion engine provided with I, the throttle control device TH controls the main throttle opening of the main throttle valve MT according to the operation of the accelerator pedal AP. Further, the sub-throttle valve ST of the throttle control device TH is driven according to the output of the electronic control unit ECU to control the sub-throttle opening, and the fuel injection device FI
Is driven to control the fuel injection amount. The engine EG of the present embodiment is connected to wheels FL and FR in front of the vehicle via a shift control device GS, and has a so-called front wheel drive system. However, the drive system in the present invention is not limited to this. Absent.

[0010] Regarding the braking system, the wheels FL, FR, R
Wheel cylinders Wfl, Wfr, Wr for L and RR, respectively
1, Wrr are mounted, and a brake fluid pressure control device BC is connected to these wheel cylinders Wfl and the like. The wheel FL indicates the front left wheel as viewed from the driver's seat, the wheel FR indicates the front right wheel, the wheel RL indicates the rear left wheel, and the wheel RR indicates the rear right wheel. The brake fluid pressure control device BC will be described later with reference to FIG.

The wheels FL, FR, RL, RR are provided with wheel speed sensors WS1 to WS4, which are connected to the electronic control unit ECU. The rotation speed of each wheel, that is, the number of pulses proportional to the wheel speed, Is input to the electronic control unit ECU. Further, the brake switch BS which is turned on when the brake pedal BP is depressed, the steering angle δf of the wheels FL and FR in front of the vehicle.
, A lateral acceleration sensor YG for detecting the lateral acceleration of the vehicle, a yaw rate sensor YS for detecting the yaw rate of the vehicle, and a throttle sensor SS for detecting the opening of the main throttle valve MT and the sub throttle valve ST. Are connected to the electronic control unit ECU. The yaw rate sensor YS detects the rate of change of the vehicle rotation angle (yaw angle) around the vertical axis passing through the center of gravity of the vehicle, that is, the yaw angular velocity (yaw rate), and outputs the detected yaw rate to the electronic control unit ECU as the actual yaw rate γa.

The electronic control unit ECU of the present embodiment has a configuration shown in FIG.
As shown in FIG. 1, a microcomputer CMP comprising a processing unit CPU, a memory ROM, a RAM, an input port IPT, an output port OPT, and the like, which are interconnected via a bus, is provided. The wheel speed sensor WS
1 to WS4, brake switch BS, front wheel steering angle sensor SSf, yaw rate sensor YS, lateral acceleration sensor YG,
Output signals from the throttle sensor SS and the like are configured to be input to the processing unit CPU from the input ports IPT via the amplifier circuits AMP. Further, control signals are output from the output port OPT to the throttle control device TH and the brake fluid pressure control device BC via the drive circuit ACT.

In the microcomputer CMP,
The memory ROM stores programs to be used for various processes including the flowcharts shown in FIGS. 4 and 5, the processing unit CPU executes the programs while an ignition switch (not shown) is closed, and the memory RAM stores the programs. Temporarily stores the variable data required for the execution of For each control such as throttle control,
Alternatively, a plurality of microcomputers may be configured by appropriately combining related controls, and the microcomputers may be electrically connected to each other.

As shown in FIG. 2, in the braking system including the above-described brake fluid pressure control device BC, the master cylinder MC is boosted through the vacuum booster VB in response to the operation of the brake pedal BP, and the master reservoir LRS The pressure of the brake fluid inside is increased and the wheels FR, RL and the wheels FL, R
The master cylinder hydraulic pressure is configured to be output to the two brake hydraulic systems on the R side, and a so-called X pipe is configured. The master cylinder MC is a tandem type master cylinder having two pressure chambers.
The other pressure chamber is connected to the brake fluid pressure system on the side of the wheels FL and RR, and the other pressure chamber is connected to the brake fluid pressure system on the side of the wheels FL and RR. The vacuum booster VB will be described later with reference to FIG.

In the brake hydraulic system for the wheels FR and RL of the present embodiment, one pressure chamber is connected to the wheel cylinders Wfr and Wrl via the main hydraulic path MF and the branch hydraulic paths MFr and MFl, respectively. Have been. Branch hydraulic path M
Fr and MFl respectively include normally open two-port two-position solenoid valves PC1 and PC2 (hereinafter simply referred to as solenoid valves PC1 and PC2).
2). Further, a discharge-side branch hydraulic pressure path R connected to and connected to the wheel cylinders Wfr and Wrl.
A normally closed type two-port two-position solenoid on-off valve PC5, PC6 (hereinafter, simply referred to as solenoid valve PC5, PC6) is interposed in each of Fr and RFl, and the drainage fluid in which branch hydraulic pressure lines RFr and RFl merge. The pressure line RF is connected to the auxiliary reservoir RS1.

Further, check valves CV1 and CV2 are provided in parallel with the solenoid valves PC1 and PC2, respectively. Check valve CV
1, CV2 permits the flow of brake fluid in the direction of the master cylinder MC and restricts the flow of brake fluid in the direction of the wheel cylinders Wfr, Wrl. The wheel cylinder Wfr is controlled via these check valves CV1, CV2. , Wr
1 is configured to return the brake fluid in the master cylinder MC and thus the master reservoir LRS. Thus, when the brake pedal BP is released, the hydraulic pressure in the wheel cylinders Wfr, Wrl becomes equal to the master cylinder MC
Can quickly follow the hydraulic pressure drop on the side.

In the brake hydraulic system on the wheels FR and RL, the branch hydraulic pressure path M is provided upstream of the solenoid valves PC1 and PC2.
A hydraulic pump HP1 is interposed in a hydraulic passage MFp connected to Fr and MFl, and an auxiliary reservoir RS1 is connected to a suction side of the hydraulic pump HP1 via a check valve CV5. The hydraulic pump HP1 is provided with one electric motor M together with the hydraulic pump HP2.
, The brake fluid is introduced from the suction side, boosted to a predetermined pressure, and output from the discharge side. The auxiliary reservoir RS1 is provided independently of the master reservoir LRS of the master cylinder MC, and can also be referred to as an accumulator. The auxiliary reservoir RS1 includes a piston and a spring, and can store a necessary amount of brake fluid for various controls described later. It is configured as follows.

The discharge side of the hydraulic pump HP1 is provided with a check valve CV
6 and the solenoid valves PC1, PC2 via the damper DP1, respectively.
It is connected to the. Check valve CV5 is an auxiliary reservoir RS1
To prevent the flow of the brake fluid to the opposite direction and allow the reverse flow. The check valve CV6 is connected to the hydraulic pump HP1.
This restricts the flow of the brake fluid discharged through the hydraulic pump in a certain direction, and is usually integrally formed in the hydraulic pump HP1. Note that a damper D is provided on the discharge side of the hydraulic pump HP1.
A proportioning valve PV1 is provided in a hydraulic pressure path to the wheel cylinder Wrl on the rear wheel side.

Similarly, in the brake hydraulic system on the side of the wheels FL and RR, a normally open two-port two-position solenoid valve PC
3, PC4, normally closed 2-port 2-position solenoid on-off valve PC
7, PC8, check valve CV3, CV4, CV7, CV8,
A reservoir RS2, a damper DP2, and a proportioning valve PV2 are provided, and the hydraulic pump HP2 is driven by the electric motor M together with the hydraulic pump HP1. Thus, the above-mentioned solenoid valves PC1 to PC8 constitute a hydraulic pressure control valve of the present invention. These solenoid valves PC1 to PC8 are driven and controlled by the above-mentioned electronic control unit ECU, and various kinds of control including braking steering control are performed. Control is performed.

Next, the vacuum booster VB is configured as shown in FIG. 3, and a booster driving device BD for automatically driving the vacuum booster VB at least when the brake pedal is not operated is provided therein. The basic configuration of the vacuum booster VB is the same as the conventional one, and the movable wall B
1, a constant pressure chamber B2 and a variable pressure chamber B3 are formed, and the movable wall B1 is integrally connected to the power piston B4. The constant pressure chamber B2 is configured to always communicate with an intake manifold (not shown) of the engine EG and to introduce a negative pressure. The power piston B4 is connected to an output rod B10 via a fixed core D2 and a reaction disk B9, which will be described later, so that a force can be transmitted. The output rod B10 is connected to the master cylinder MC.

In the power piston B4, there is a vacuum valve V for interrupting communication between the constant pressure chamber B2 and the variable pressure chamber B3.
1 and an air valve V2 for interrupting communication between the transformation chamber B3 and the atmosphere. The vacuum valve V1 includes an annular valve seat V11 formed on the power piston B4, and an elastic valve body V12 detachable from the annular valve seat V11. The air valve V2 includes an elastic valve seat V21 mounted on the elastic valve body V12, and a valve body V22 detachable from the elastic valve seat V21. Valve V22
Is connected to an input rod B6 which can be interlocked with the brake pedal BP, and the elastic valve seat V2 is actuated by the urging force of a spring B7.
1 is urged in the seating direction. Also, the spring B8
Of the elastic valve element V1 of the vacuum valve V1
2 is urged in the direction of sitting on the annular valve seat V11, and the elastic valve seat V21 of the air valve V2 is urged in the direction of sitting on the valve body 22.

In response to the operation of the brake pedal BP (FIG. 2), the vacuum valve V1 and the air valve V2 of the valve mechanism B5 open and close, and the operating force of the brake pedal BP is applied between the constant pressure chamber B2 and the variable pressure chamber B3. Is generated, and as a result, the output amplified by the operation of the brake pedal BP is transmitted to the master cylinder MC.

The booster driving device BD includes a solenoid D1,
Having a fixed core D2 and a movable core D3, and having a solenoid D1
Is for attracting the movable core D3 toward the fixed core D2 when energized, and is electrically connected to the electronic control unit ECU shown in FIG. The fixed core D2 has a power piston B4.
Between the power piston B4 and the reaction disc B9. The movable core D3 is disposed in the solenoid D1 so as to face the fixed core D2, and a magnetic gap D4 is formed between the movable core D3 and the fixed core D2. Movable core D
Numeral 3 is engaged with the valve element V22 of the air valve V2. When the movable core D3 moves relative to the fixed core D2 in a direction to decrease the magnetic gap D4, the valve element V22 of the air valve V2 moves integrally. Is configured.

The input rod B6 is a first input rod B61.
And a second input rod B62. The first input rod B61 is integrally connected to the brake pedal BP. The second input rod B62 is relatively movable with respect to the first input rod B61, and is configured to be able to transmit a force to the output rod B10 via the key member B11 by the power piston B4. Therefore, the second input rod B6
When only 2 is driven forward, the first input rod B61 is left, and these first and second input rods B61, B62 are left.
This constitutes a so-called pedal remaining mechanism.

The automatic hydraulic pressure generating device of the present invention is constituted by the vacuum booster VB (including the booster driving device BD) and the master cylinder MC. The operation of the vacuum booster VB and the like at the time of performing the automatic pressurization control (for example, the brake steering control and the traction control) on the control target wheel at the time will be described below.

When the automatic pressurization control is started by the electronic control unit ECU, the solenoid D1 is energized and the movable core D
3 moves to the magnetic gap D4 side, and the valve body V22 of the air valve V2 moves against the movable core D against the urging force of the spring B7.
3 and move together. As a result, the elastic valve body V12 of the vacuum valve V1 is moved by the spring B8 to the annular valve seat V.
11, the communication state between the variable pressure chamber B3 and the constant pressure chamber B2 is cut off. Thereafter, since the valve element V22 of the air valve V2 further moves, the valve element V22 is separated from the elastic valve seat V21, and the atmosphere is introduced into the variable pressure chamber B3. As a result, a differential pressure is generated between the variable pressure chamber B3 and the constant pressure chamber B2, and the power piston B4, the fixed core D2, the reaction disk B9, and the output rod B10 advance to the master cylinder MC (FIG. 2) side. The brake fluid pressure is automatically output from the cylinder MC.

The power piston B4 is connected to the key member B.
After engaging with the key member 11, the second input rod B62 engaging with the key member B11 advances integrally with the power piston B4. At this time, since the forward force of the power piston B4 is not transmitted to the first input rod B61, the first input rod B61 is maintained at the initial position. That is, the brake pedal BP is maintained at the initial position while the vacuum booster VB is automatically driven by the booster driving device BD.

The above-described booster driving device BD, on-off valve PC
The PCs 1 to 8 and the electric motor M are driven and controlled by the electronic control unit ECU, and motion control such as braking steering control (oversteer suppression control or understeer suppression control) is performed. When an ignition switch (not shown) is closed, a motion control program corresponding to the flowchart of FIG. 4 is executed at a calculation cycle of 6 ms.

First, in step 101, the microcomputer CMP is initialized, and various calculated values are cleared. Next, at step 102, the wheel speed sensor WS
1 to WS4 are read, a detection signal of the front wheel steering angle sensor SSf (steering angle δf), a detection signal of the yaw rate sensor YS (actual yaw rate γa), and a detection signal of the lateral acceleration sensor YG (actual lateral acceleration). , Gya)
And the detection signal of the throttle sensor SS are read.

Then, the program proceeds to a step 103, wherein the wheel speeds Vw ** of the respective wheels (** indicate the respective wheels FR and the like) are calculated, and these are differentiated to obtain the wheel acceleration DVw ** of the respective wheels. Can be Subsequently, in step 104, the maximum value of the wheel speed Vw ** of each wheel is calculated as the estimated vehicle speed Vso at the position of the center of gravity of the vehicle (Vso = MAX (Vw **)). Further, an estimated vehicle speed Vso ** is obtained for each wheel based on the wheel speed Vw ** of each wheel, and if necessary, normalization is performed to reduce an error based on a difference between the inner and outer wheels when the vehicle turns. . Further, the estimated vehicle speed Vso is differentiated, and an estimated vehicle acceleration (including an estimated vehicle deceleration having the opposite sign) DVso at the position of the vehicle center of gravity is calculated.

In step 105, the actual slip ratio of each wheel is determined based on the wheel speed Vw ** of each wheel and the estimated vehicle speed Vso ** (or the normalized estimated vehicle speed) obtained in steps 103 and 104. Sa ** is Sa **
= (Vso **-Vw **) / Vso **. Next, in step 106, based on the estimated vehicle body acceleration DVso at the position of the center of gravity of the vehicle and the actual lateral acceleration Gya detected by the lateral acceleration sensor YG, the road surface friction coefficient μ is approximately (DVso
² + Gya ² ) ^1/2 . Further, as means for detecting the road surface friction coefficient, various means such as a sensor for directly detecting the road surface friction coefficient can be used.

Subsequently, in steps 107 and 108, the body slip angle velocity Dβ is calculated, and the body slip angle β is calculated. The vehicle body slip angle β represents the slip of the vehicle body with respect to the traveling direction of the vehicle as an angle, and can be calculated and estimated as follows. That is, the vehicle body slip angular velocity Dβ is a differential value dβ / dt of the vehicle body slip angle β.
In step 107, Dβ = Gya / Vso−γa can be obtained, and this is integrated in step 108 to obtain the vehicle body side slip angle β as β = ∫ (Gya / Vso−γa) dt.

Then, the routine proceeds to step 109, where the brake steering control mode is set, the target slip ratio for the brake steering control is set, and the hydraulic servo control at step 118
The braking torque for each wheel is controlled according to the driving state of the vehicle. This braking steering control is superimposed on control in all control modes described later. Then step 1
Proceeding to 10, it is determined whether or not the anti-skid control start condition is satisfied. If the start condition is satisfied and it is determined that anti-skid control is to be started at the time of braking steering, the initial specific control is immediately terminated and braking is performed in step 111. The control mode is set to perform both the steering control and the anti-skid control.

If it is determined in step 110 that the anti-skid control start condition is not satisfied, the process proceeds to step 112, where it is determined whether the front-rear braking force distribution control start condition is satisfied. When it is determined that the braking force distribution control is started, the routine proceeds to step 113, where a control mode for performing both the braking steering control and the longitudinal braking force distribution control is set. Is satisfied or not. If it is determined that the traction control is started during the brake steering control, the control mode is set to perform both the brake steering control and the traction control in step 115, and if neither control is determined to be started during the brake steering control, In step 116, it is determined whether the brake steering control start condition is satisfied.

If it is determined in step 116 that the braking steering control is to be started, the routine proceeds to step 117, where a control mode in which only the braking steering control is performed is set. Then, after performing hydraulic servo control in step 118 based on these control modes, the process returns to step 101. In the front / rear braking force distribution control mode, the distribution of the braking force applied to the rear wheels to the braking force applied to the front wheels is controlled so as to maintain stability of the vehicle during braking of the vehicle. On the other hand, if it is determined in step 116 that the braking steering control start condition is not satisfied, the process returns to step 102 after setting a later-described non-control time control mode in step 119.
Note that, based on steps 111, 113, 115, and 117, the sub-throttle opening of the throttle control device TH is adjusted according to the operating state of the vehicle, if necessary, and the engine E
The output of G is reduced, and the driving force is limited.

FIG. 5 shows the processing in the non-control-time control mode in step 119 in FIG.
At 01, the delay time Td is set. This delay time Td
Is the time from when automatic pressurization by the automatic hydraulic pressure generator of the present invention becomes unnecessary to when the automatic hydraulic pressure generator is actually deactivated, and is set as shown in FIGS. 6 and 7. You.

FIG. 6 shows an example of setting the delay time Td in the braking steering control in the above-described embodiment. At least one of the right front wheel (Wfr) and the left front wheel (Wr) is controlled. In this case, the vacuum booster VB is maintained in the operating state (ON in FIG. 6) by the booster driving device BD for less than the delay time Td after the hydraulic pressure control for both wheels is completed. Thereby, the number of times of activation / deactivation of the vacuum booster VB is reduced, so that operation noise can be reduced and negative pressure consumption can be suppressed.

FIG. 7 shows an example of setting the delay time Td in the traction control. The right front wheel (Wf
r) and at least one of the left front wheel (Wr) is controlled, the vacuum booster VB is activated by the booster driving device BD for less than the delay time Td after the hydraulic pressure control for both wheels is completed. Operating state (O in FIG. 7)
N), and also in this case, the number of times the vacuum booster VB is activated and deactivated is reduced, so that the operation noise can be reduced and the negative pressure consumption can be suppressed.

When the automatic pressurization control is completed from step 109 to step 119 in FIG.
01, a delay time Td is set. In step 202, it is determined whether or not the delay time Td has elapsed after the end of the automatic pressurization control. If the delay time Td has not elapsed, the process proceeds to step 203 and thereafter. Then, in step 203, the accelerator operation amount (for example, accelerator opening) is set to a predetermined value K.
a, and if it is determined that the value is equal to or greater than the predetermined value Ka,
That is, when it is determined that the accelerator pedal AP is in the operating state, the process further proceeds to step 204. Step 204
In, it is determined whether or not the brake switch BS is off. If the brake switch BS is off, the booster driving device BD is activated in step 205, and all wheels are set in the holding mode in step 206. That is, all the normally opened solenoid valves PC1 to PC4 are set to the closed position, and the communication between the master cylinder MC and all the wheel cylinders is cut off. As the accelerator operation amount in step 203, the depression amount or the operation speed of the accelerator pedal AP can be used, and the operation amount or the operation speed of the accelerator pedal AP may be directly detected. Thus, the throttle opening can be detected, and the operation amount of the accelerator pedal AP can be estimated based on the detection result.

On the other hand, if it is determined in step 202 that the delay time Td has already passed, step 2
07, the booster driving device BD is deactivated,
In step 208, all wheels are set to the pressure increasing mode.
As described above, the introduction of the delay time Td reduces the number of times the vacuum booster VB is activated and deactivated. As a result, it is possible to reduce the operation noise due to frequent repetition of the pressurized state and the non-pressurized state during the automatic pressurization control, and to suppress the negative pressure consumption.

If it is determined in step 203 that the accelerator operation amount is smaller than the predetermined value Ka, that is, if it is determined that the accelerator pedal AP is in the non-operation state, the process proceeds to step 207, where the booster driving device BD Are deactivated, and in step 208 all wheels are set to the pressure increasing mode. That is, even when the delay time Td has not elapsed, if it is determined that the accelerator pedal AP is in the non-operation state, the booster driving device BD is set to the non-operation state, and all the wheels are set to the pressure increasing mode. You. Therefore, when the brake operation is performed during the automatic pressurization control, it is possible to immediately shift to the normal brake operation.

Further, when it is determined in step 204 that the brake switch BS is in the ON state and the brake pedal BP is in the operating state, the routine proceeds to step 207, where the booster driving device BD is deactivated, and in step 20
At 8, all wheels are set to the pressure increase mode. Therefore, if it is determined that the brake pedal BP is in the operating state when the delay time Td has not elapsed, the booster driving device BD
Is set to the non-operating state, and all the wheels are set to the pressure increasing mode, so that it is possible to immediately shift to the normal brake operation.

As described above, even when the delay time Td has not elapsed, when it is determined that the accelerator operation amount falls below the predetermined value Ka and the accelerator pedal AP is not operated,
And the brake switch BS is on and the brake pedal BP
Is determined to be in the operating state, the booster driving device BD is deactivated, and all wheels are set to the pressure increasing mode. Therefore, by introducing the delay time Td, it is possible to reduce the operation noise due to frequent repetition of the pressurized state and the non-pressurized state during the automatic pressurization control, and to suppress the consumption of the negative pressure. Moreover, even before the delay time Td elapses, if the accelerator operation amount is smaller than the predetermined value Ka, the booster driving device BD is not activated and all wheels are set to the pressure increasing mode. When the brake operation is performed, it is possible to immediately shift to the normal brake operation. Also, even before the delay time Td elapses, if the brake switch BS is determined to be on, the booster driving device BD is deactivated and all wheels are set to the pressure increasing mode. Operation can be shifted to.

In the present embodiment, the process proceeds to step 205 only when both of the above-mentioned conditions of step 203 and step 204 are satisfied. The process may proceed to step 205 and proceed to step 207 when either one is not satisfied. Further, in the present embodiment, the vacuum booster VB is used as the assisting means of the automatic hydraulic pressure generator, but a hydraulic assisting means may be used instead. Alternatively, the automatic hydraulic pressure generator may be constituted by an accumulator or the like that accumulates high-pressure brake fluid.

[0045]

The present invention has the following effects because it is configured as described above. That is, in the vehicle motion control device of the present invention, for a predetermined time after the end of the vehicle motion control,
The automatic hydraulic pressure generating device is maintained in the operating state, and the drive of the hydraulic pressure control valve is controlled to shut off the connection between the automatic hydraulic pressure generating device and each of the wheel cylinders. In addition, the automatic hydraulic pressure generating device is deactivated according to one of the detection results, and the shut-off state between the automatic hydraulic pressure generating device and each of the wheel cylinders by the hydraulic pressure control valve is released. It is possible to reduce the operating noise at the time of automatic pressurization control and to reduce energy consumption,
If the brake operation is performed during a predetermined time after the end of the vehicle motion control, it is possible to immediately shift to the normal brake operation, so that the brake operation is reliably performed while reducing noise and suppressing energy consumption. be able to.

In particular, when the control means does not detect an accelerator operation within a predetermined time after the end of the vehicle motion control, the automatic hydraulic pressure According to the apparatus configured as described in claim 3, the generator is deactivated and the shutoff state between the automatic hydraulic pressure generator and each of the wheel cylinders by the hydraulic pressure control valve is released. When a brake operation is detected for a predetermined time after the end of the vehicle motion control, the automatic hydraulic pressure generator is deactivated and the automatic hydraulic pressure generator by the hydraulic pressure control valve and each of the wheel cylinders are connected. Since the shut-off state is released, when the brake operation is performed within a predetermined time after the end of the motion control of the vehicle, it is possible to immediately shift to the normal brake operation.

[Brief description of the drawings]

FIG. 1 is a configuration diagram illustrating a vehicle motion control device according to an embodiment of the present invention.

FIG. 2 is a configuration diagram illustrating a brake hydraulic system according to an embodiment of the present invention.

FIG. 3 is a cross-sectional view showing a part of a vacuum booster provided in one embodiment of the present invention.

FIG. 4 is a flowchart illustrating a motion control process according to an embodiment of the present invention.

FIG. 5 is a flowchart illustrating processing in a non-control-time control mode according to the embodiment of the present invention.

FIG. 6 is a graph showing a setting example of a delay time Td in braking steering control by a brake device using a vacuum booster in one embodiment of the present invention.

FIG. 7 is a graph showing an example of setting a delay time Td in traction control by a brake device using a vacuum booster in another embodiment of the present invention.

[Explanation of symbols]

BP brake pedal, MC master cylinder, VB
Vacuum booster, BD booster drive, M
Electric motor, HP1, HP2 Hydraulic pump, RS1
Master reservoir, RS2 Auxiliary reservoir, Wfr, W
fl, Wrr, Wrl Wheel cylinder, ECU electronic control unit, FR, FL, RR, RL wheels, PC1 to P
C8 solenoid valve

 ────────────────────────────────────────────────── ─── Continued on the front page (72) Inventor Shiro Kadozaki 1 Toyota Town, Toyota City, Aichi Prefecture Toyota Motor Co., Ltd. F-term (reference) 3D046 BB07 BB21 BB28 BB29 BB31 CC02 HH02 HH05 HH08 HH21 HH23 HH26 HH36 HH39 KK07 KK11 LL02 LL10 LL23 LL29 LL37

Claims (3)

[Claims] 1. A wheel cylinder mounted on each wheel of a vehicle, an automatic hydraulic pressure generator for generating a brake hydraulic pressure regardless of operation of a brake pedal, and each of the automatic hydraulic pressure generator and the wheel cylinder. A hydraulic pressure control valve interposed therebetween to control a brake hydraulic pressure of each of the wheel cylinders, and a drive control of the automatic hydraulic pressure generation device according to a motion state of the vehicle, and the hydraulic pressure control valve Control means for automatically controlling the wheel cylinder when the brake pedal is not operated, and controlling the movement of the vehicle at least when the brake pedal is not operated. Accelerator operation detection means for detecting a state of the vehicle, and brake operation detection means for detecting a brake operation state of the vehicle, wherein the control means For a predetermined time after the end of both movement controls, the automatic hydraulic pressure generating device is maintained in the operating state, and the hydraulic pressure control valve is driven and controlled to allow the automatic hydraulic pressure generating device to communicate with each of the wheel cylinders. Shut off,
The automatic hydraulic pressure generating device is deactivated according to at least one of the detection results of the brake operation detecting device and the accelerator operation detecting device, and the automatic hydraulic pressure generating device is controlled by the hydraulic pressure control valve. A motion control device for a vehicle, wherein a blockage state between each of the wheel cylinders is released. 2. The control means sets the automatic hydraulic pressure generating device to an operating state when an accelerator operation is detected by the accelerator operation detecting means for a predetermined time after the end of the motion control of the vehicle, The hydraulic pressure control valve shuts off the automatic hydraulic pressure generating device and each of the wheel cylinders. When the accelerator operation detecting means does not detect an accelerator operation, the automatic hydraulic pressure generating device is turned off. 2. The vehicle motion according to claim 1, wherein the vehicle is set to be in an operating state, and the shut-off state between the automatic hydraulic pressure generating device and each of the wheel cylinders is released by the hydraulic pressure control valve. Control device. 3. The control unit activates the automatic hydraulic pressure generation device when the brake operation detection unit does not detect a brake operation within a predetermined time after the end of the motion control of the vehicle. At the same time, the automatic hydraulic pressure generating device by the hydraulic pressure control valve is disconnected from each of the wheel cylinders, and when the brake operation detecting means detects a brake operation, the automatic hydraulic pressure generating device is turned off. 2. The vehicle motion according to claim 1, wherein the vehicle is set to be in an operating state, and the shut-off state between the automatic hydraulic pressure generating device and each of the wheel cylinders is released by the hydraulic pressure control valve. Control device.