JP2002316631A - Hydraulic pressure control device and brake hydraulic pressure control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To prevent hunting by making a feed current to a linear valve which is switched from the closed state to the opened state in the case where a current being larger than an operation starting current is fed thereto to an appropriate amount. SOLUTION: A hunting level is defined as a larger value as the number of times of determinations, in which an interval switched from the closed state to the opened state of a boosting linear valve and a reduction linear valve is short, is larger. In the case where the hunting level is high, a hunting tendency is high than that of the case where it is low and a possibility that the hunting is generated is high. Therefore, in the case where the hunting level is high, if a current fed at the time of opening of the valve is made small, a timing switched from the closed state to the opened state can be delayed to inhibit the hunting.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a hydraulic pressure control device and a brake hydraulic pressure control device.

[0002]

2. Description of the Related Art JP-A-10-338113 discloses that
(1) one or more electromagnetic control valves that switch from an inactive state to an active state when the supply current reaches the operation start current, and (2) control the supply current to the electromagnetic control valves according to a predetermined rule. And a current control device for controlling a hydraulic pressure of a brake cylinder of a brake operated by hydraulic pressure, wherein the current control device includes one or more of the one or more electromagnetic control valves. Describes a brake fluid pressure control device that includes a current changing unit that changes a supply current based on at least one of the number of times of operation and an operation time from a value according to the rule. If the number of actuations of the electromagnetic control valve increases or the operation time increases, for example, the degree of settling of the spring of the electromagnetic control valve advances, so that the current required to switch from the non-operating state to the operating state decreases. Become. Therefore, when the number of times of operation is large, the supply current is changed so as to be smaller than the size according to the rules as compared with the case where the number of times of operation is small. Pressure control accuracy can be improved.

[0003]

SUMMARY OF THE INVENTION An object of the present invention is to control a supply current based on an actual operation state of an electromagnetic control valve. The above object is attained by providing a brake fluid pressure control device having the following configurations. Each aspect is similar to the claims.
The section is divided into sections, and each section is numbered, and if necessary, the number of the other section is cited. This is merely for the purpose of facilitating the understanding of the technology described in this specification, and the technical features and their combinations described in this specification should not be construed as being limited to the following sections. Absent. In addition, when a plurality of items are described in one section, it is not always necessary to adopt all items together, and it is also possible to take out and adopt only some items.

[0004] Of the following aspects, the terms (2) and (3) correspond to claims 2 and 3, respectively, the term (6) corresponds to claim 4, and the terms (8) to (8). Item 10) corresponds to claims 5 to 7, respectively. Also, (14) corresponds to claim 8, (18) corresponds to claim 9, and (19) corresponds to claim 1.

(1) One or more electromagnetic control valves that switch from a non-operating state to an operating state when the supply current reaches the operation start current, and control the supply current to the electromagnetic control valves according to a predetermined rule. And a current control device for controlling the hydraulic pressure of a brake cylinder of the brake operated by the hydraulic pressure. In the brake fluid pressure control device described in this section, the fluid pressure of the brake cylinder is controlled by controlling the electromagnetic control valve. When the supply current reaches the operation start current, the electromagnetic control valve is switched from the non-operation state to the operation state. The operating state is a state in which the original function of the electromagnetic control valve can be generated, and is a state in which current is supplied. When the operating state is open and the non-operating state corresponds to the closed state (when the valve is normally closed), and when the operating state is closed and the non-operating state corresponds to the open state (when the valve is normally open). There is. For example, the electromagnetic control valve is changed from the closed state to the open state when a current equal to or more than the operation start current is supplied. May be a controllable electromagnetic linear valve or an uncontrollable electromagnetic on-off valve.
Further, the seating valve may be a spool valve. The supply current to the electromagnetic control valve is controlled according to a predetermined rule. For example, a table and a control gain based on the operation characteristics of the electromagnetic control valve are predetermined,
In accordance therewith, a rule can be set in which the hydraulic pressure of the brake cylinder is controlled so as to approach the target value.

(2) The current control device includes a current changing unit that changes the supply current from a magnitude according to the rule based on an operation interval of at least one of the one or more electromagnetic control valves. The brake fluid pressure control device according to the above mode.
In the brake fluid pressure control device according to this mode, the supply current is changed based on at least one operation interval of the electromagnetic control valve. The supply current may be changed by changing the rule itself, or may be changed by correcting from a value determined according to the rule. The state in which the operation interval of the electromagnetic control valve is short is a state in which the electromagnetic control valve is frequently switched between an operating state and a non-operating state. Therefore, for example, if the supply current when switching from the closed state to the open state is made smaller than when the operation interval is short, the frequency of switching between the operation state and the non-operation state can be reduced. As described above, since the supply current is changed based on the operation interval of the electromagnetic control valve, the operating characteristics of the actual electromagnetic control valve can be obtained without considering the operation time and the number of times of operation and the operating environment. Current that is suitable for

The operation interval is a switching interval between the operation state and the non-operation state of the electromagnetic control valve, and is switched from the non-operation state to the operation state (or from the operation state to the non-operation state) and then from the non-operation state. It is a value representing an interval or the like until switching to the operation state (or from the operation state to the non-operation state). The operation interval can be directly expressed by the time between these, but it can be data indicating that the operation interval is short or long, or data indicating that the operation interval tends to be short or long. , The extent of short trends,
Or a value indicating the degree of the long tendency. For example, it can be represented by the number of times of switching (operation frequency) of the electromagnetic control valve within a predetermined time, or by the number of times that the operation interval time is determined to be shorter or longer than the set time. In the brake fluid pressure control device described in this section, it is not necessary to change the current in both the case where the operation interval is short and the case where the operation interval is long. If not, it is not necessary to change it when it is long and not to change it when it is short. The operation interval is detected by the operation interval detection unit based on the operation interval of at least one electromagnetic control valve of the one or more electromagnetic control valves. For example, when two electromagnetic control valves are included, even if the detection is performed based on the operation interval of one of the electromagnetic control valves, the detection is performed based on the operation interval of the two electromagnetic control valves. You may make it.
The switching of the electromagnetic control valve from the non-operating state to the operating state can be directly detected by detecting the stroke of the valve element, or can be detected based on the control state of the current supplied to the electromagnetic control valve. It can be detected based on a change state of the hydraulic pressure on at least one side of the control valve.

(3) The current control device increases the supply current stepwise in accordance with the predetermined rule when the electromagnetic control valve switches from the non-operation state to the operation state, and then gradually increases the supply current. The brake fluid pressure control device according to the above mode (1) or (2). In the brake fluid pressure control device according to the above mode, the supply current when the electromagnetic control valve is switched from the non-operation state to the operation state is increased stepwise, and then gradually increased. The supply current reaches the operation start current earlier than when the supply current is gradually increased from 0, and the electromagnetic control valve can be switched to the operation state earlier. (4) The brake fluid pressure according to (3), wherein the current changing unit changes at least one of an amount of stepwise increase of the supply current and a gradient of the gradual increase based on the operation interval. Control device. If at least one of the step increase and the gradient is changed, the time from when the current supply is started to when the current reaches the operation start current is changed, whereby the electromagnetic control valve is actually switched to the operation state. Can be changed at different times. The switching time can be changed based on the operation interval, and the operation state can be switched to a time suitable for control. If the stepwise increase amount or the gradient is reduced, the timing of switching to the operating state is delayed, and the responsiveness is reduced. If the stepwise increase amount or the gradient is increased, the timing of switching to the operating state becomes earlier, and the response becomes more sensitive. In addition,
At least one of the stepwise increase amount and the gradient may be changed each time, or the rule itself may be changed.

(5) The electromagnetic control valve applies (a) a valve seat, a valve element which can be moved toward and away from the valve seat, and an urging force in a direction for seating the valve element on the valve seat. A seating valve including a spring, and (b) a solenoid including a coil and applying an electromagnetic driving force corresponding to a supply current to the coil in a direction to separate the valve element from the valve seat (1) to (1). Four)
The brake fluid pressure control device according to any one of the above items. The electromagnetic control valve described in this section is a normally closed valve, and is switched to an open state by supplying a current equal to or more than the operation start current. The non-operating state corresponds to the closed state, and the operating state corresponds to the open state. To the electromagnetic control valve, a biasing force of a spring, an electromagnetic driving force, and a differential pressure acting force corresponding to a differential pressure between front and rear are applied, and a relative position of the valve element with respect to the valve seat is determined by a relationship between these forces. Assuming that the biasing force of the spring is substantially constant, the pressure difference before and after can be controlled by controlling the electromagnetic driving force. The electromagnetic control valve can be provided between the brake cylinder and the hydraulic pressure generator or between the brake cylinder and the low pressure source. The hydraulic pressure generating device includes, for example, a power type hydraulic pressure source such as a pump device that generates hydraulic pressure by supplying power, but also includes a master cylinder that generates hydraulic pressure by operating force of a driver. It may be. An electromagnetic control valve provided between the hydraulic pressure generating device and the low pressure source may be referred to as a pressure increasing control valve.

(6) An operation interval detecting section for detecting the operation interval based on an interval at which the current supplied to the at least one electromagnetic control valve reaches the operation start current. (2)
The brake fluid pressure control device according to any one of the items (5) to (5). In the brake fluid pressure control device described in this section, the operation interval is detected based on the state of current supply to the electromagnetic control valve. If a current equal to or more than the operation start current is supplied to the electromagnetic control valve, the electromagnetic control valve should be switched to the operating state, and can be detected earlier than when detecting based on the change state of the hydraulic pressure or the like. The operation interval can be detected based on the interval at which the stepwise increase amount of the current is supplied. Depending on the electromagnetic control valve, it may be switched to the operating state when the stepwise increase is supplied. Further, even if the operation is not switched to the operation state when the stepwise increasing amount of current is supplied, the operation is switched to the operation state when the operation start current is reached by gradually increasing the supply current. In any case, the step increment is supplied to switch to the operating state, so that the operation interval can be detected based on the interval at which the step increasing current is supplied. (7) The current changing section is configured to change the supply current when the operation interval is out of a predetermined set range, according to any one of (2) to (6). Brake fluid pressure control device. In the brake fluid pressure control device described in this section, the supply current is not changed when the operation interval is within the set range. A dead zone is provided in the operating interval, so that the current can be changed if necessary. (8) the current changing unit is configured to determine (i) the operating interval, and (ii) a target value of the hydraulic pressure of the brake cylinder and an actual hydraulic pressure when at least one of the electromagnetic control valves is in an operating state. Item (2) to (7), including means for correcting the supply current based on at least one of a change state of the difference and a change state of the actual hydraulic pressure of the brake cylinder. Brake fluid pressure control device. In the brake fluid pressure control device described in this section, the supply current is changed based on the operation interval and at least one of the fluid pressure deviation and the change state of the fluid pressure. The supply current can be corrected to an appropriate magnitude as compared with the case based only on the operation interval. For example, based on the hydraulic pressure deviation, the distance from the target value, that is,
The degree of control delay can be detected, and the hydraulic pressure of the brake cylinder can quickly approach the target value. Further, based on the actual state of change of the hydraulic pressure, the actual operation interval of the electromagnetic control valve can be accurately detected.

(9) The method according to any one of the above items (2) to (8), wherein the current changing unit includes means for adding an adaptive current determined based on the operation interval to the supply current according to the rule. Brake fluid pressure control device. In the brake fluid pressure control device described in this section, the adaptive current is determined based on the operation interval, and the current according to the rule is changed by the adaptive current. The adaptation current is the amount by which the supply current is changed and can be referred to as the change current. The adaptation current may be a positive value or a negative value. If the value is a positive value, the supply current is increased, and if the value is a negative value, the supply current is decreased. The adaptive current can be determined in consideration of not only the operation interval but also a hydraulic pressure deviation, a hydraulic pressure change state, and the like. For example, when the operation interval is shorter than the reference value, the adaptive current is set to a negative value,
If it is longer than the reference value, it can be a positive value. Further, the absolute value can be increased as the distance from the reference value increases.

The adaptation current can be determined so that, for example, the sum of the stepwise increase amount and the adaptation current becomes the operation start current. For example, when the electromagnetic control valve has the above-described structure, the stepwise increase amount is determined by the biasing force of the spring, the differential pressure between the front and rear, and the like, and thus can be predetermined. However, the operation start current varies depending on the dispersion of the operation characteristics of the electromagnetic control valves, the operation environment at that time, and the like, and the stepwise increase amount is too small or too large to be switched to the operation state. Too late or too early. Therefore, if the adaptation current is determined so that the current obtained by adding the adaptation current to the stepwise increase amount becomes the operation start current, the same operation is always performed even if the operation characteristics and the operation environment of the electromagnetic control valve are different. It is possible to switch the electromagnetic control valve to the operating state at appropriate times. The operation start current can be referred to as a valve opening current and a valve closing current.

(10) The target for determining the supply current based on the target value of the hydraulic pressure of the brake cylinder, when the change tendency of the target value of the hydraulic pressure of the brake cylinder is larger than the set tendency. Includes hydraulic pressure-dependent current determination unit
The brake fluid pressure control device according to any one of the above modes (1) to (9). If the change tendency of the target value of the hydraulic pressure of the brake cylinder is larger than the set tendency, the supply current is determined based on the target value of the hydraulic pressure without changing the supply current based on the operation interval. If the change tendency of the target value is larger than the set tendency, it is desirable to control the supply current according to the value intended by the driver. When the change tendency of the target value is larger than the set tendency, the absolute value of the change amount of the target value is larger than the set amount, the absolute value of the change gradient of the target value is larger than the set slope, A state where the absolute value is larger than the set gradient corresponds to the state. The present invention may be applied to both the case where the target value increases and the case where the target value decreases, or may be applied to only one of the cases. When the above-described rule for determining the supply current is determined based on the target value of the hydraulic pressure, the target hydraulic pressure corresponding current determination unit includes:
This corresponds to a normal current determination unit that determines the supply current according to a normal rule, and according to the target hydraulic pressure-corresponding current determination unit, normal control in which a change based on the operation interval is not performed is performed. . On the other hand, when the change tendency of the target value is larger than the set tendency, another control for quickly approaching the target value may be performed without following the above-described rule.

(11) The current control device determines a feedforward current based on a target value of the hydraulic pressure of the brake cylinder, and determines the feedforward current by the one or more electromagnetic waves. (1) The brake fluid pressure control device according to (1), including a current changing unit that changes based on an operation interval of at least one of the control valves. In the brake fluid pressure control device according to the present mode, any of the technical features of the modes (2) to (10) can be adopted. (12) The current control device determines a feedforward current based on a target value of the hydraulic pressure of the brake cylinder, and a feedforward current determining unit. A feedback current determining unit that determines based on the deviation from the hydraulic pressure, a feed-forward current, and a current determining unit that determines a supply current to the electromagnetic control valve based on the feedback current (1). The brake fluid pressure control device according to any one of the above items (11) to (11). In the brake fluid pressure control device described in this section, a current determined based on both the feedforward current and the feedback current is supplied. (13) The brake fluid pressure control device according to (12), wherein the current change unit includes a current correction unit that corrects at least one of the feedforward current and the feedback current based on the operation interval. In the brake fluid pressure control device described in this section, at least one of the feedforward current and the feedback current is corrected. When both the feedback current and the feedforward current are corrected, they may be corrected in parallel or alternatively. However, in any case, it is desirable that both the feedback current and the feedforward current have appropriate magnitudes. Further, correction may be performed according to a predetermined pattern, or correction may be performed each time the actual hydraulic pressure approaches the target value.

(14) The current changing section corrects the feedforward current based on the operation interval. A feedforward current correction section; The brake fluid pressure control device according to the mode (12) or (13), further comprising: a feedback current correction unit that corrects the feedback current when the direction of the change in the interval does not change. In the brake fluid pressure control device described in this section, even if the feedforward current is corrected, the feedback current is corrected when the direction of change in the operation interval does not change. For example, in a case where the operation interval changes in a direction in which the operation interval increases, even if the feedforward current is increased, if the operation interval tends to increase,
Correction is performed so that the feedback current increases. Both the feedforward current and the feedback current can be corrected to appropriate magnitudes.

In the brake fluid pressure control device described in this section, the feedforward current is corrected with priority.
This is because, when the response is made faster or slower, the effect is more quickly obtained by correcting the feedforward current. On the other hand, if the feedback current is corrected when the effect is not sufficient or almost non-existent due to the change in the feedforward current, a sufficient effect can be obtained quickly. Further, the feedback current can be corrected when the correction amount becomes equal to or larger than the set amount, as described in the next section, without determining whether the effect is sufficient. When the correction amount is equal to or more than the set amount, it can be considered that the effect is not sufficient.

(15) The current changing unit corrects the feedforward current based on the operation interval, and the absolute value of the correction value of the feedforward current by the feedforward current correction unit is determined in advance. The brake fluid pressure control device according to the mode (12) or (13), further comprising: a feedback current correction unit that corrects the feedback current when the value exceeds a predetermined set value. In the brake fluid pressure control device described in this section,
The feedback current is corrected when the absolute value of the correction value of the feedforward current becomes equal to or greater than a set value. Since only the correction value of the feedforward current is increased,
Correcting both the feedback current and the feedback current can quickly set the operation interval to an appropriate interval. Further, an upper limit value or a lower limit value can be provided for the correction amount of the feedforward current. In this way, it is possible to prevent the absolute value of the correction amount from becoming excessive. Note that, in the brake fluid pressure control device described in this section, it is not limited to the case where the absolute amount of the correction value is equal to or more than the set amount, and is not limited to the case where the ratio of the correction value to the feedforward current is equal to or more than the set ratio. Can be similarly applied. Also,
In any of the brake fluid pressure control devices of this section and the preceding section, when the correction of the feedback current is performed, the correction value at the time when the feedback current is corrected is obtained even if the correction of the feedforward current is performed in parallel. It may be left as it is.

(16) The current control device comprises: (a) an operation interval of at least one of the one or more electromagnetic control valves; (b) an actual fluid pressure change state of the brake cylinder; c) a current changing unit that changes the supply current from a magnitude according to the rule based on at least one of a change state of a deviation between a target value of the hydraulic pressure of the brake cylinder and an actual hydraulic pressure ( The brake fluid pressure control device according to the item 1). The supply current can be changed based on one of (a) to (c), but if it is changed based on two or more, it can be changed to a more appropriate magnitude. The technical features described in any of the above modes (1) to (15) can be adopted in the brake fluid pressure control device described in this mode.

(17) The current control device comprises: (a) an operation interval of at least one of the one or more electromagnetic control valves; (b) an actual fluid pressure change state of the brake cylinder; c) a responsiveness level detector that detects a responsiveness level of the electromagnetic control valve based on at least one of a change state of a deviation between a target value of the hydraulic pressure of the brake cylinder and an actual hydraulic pressure; The brake fluid pressure control device according to item (1), further including: a current changing unit that changes the supply current based on the responsiveness level detected by the responsiveness level detecting unit. The responsiveness level is the degree of responsiveness of the electromagnetic control valve, and when switching from the closed state to the open state, if the time from the start of current supply to switching to the open state is short, the responsiveness level is reduced. It is assumed that the response level is high and the responsiveness level is low when the time from the start of current supply to the switching to the open state is long. If the responsiveness level is high,
The amount of change in the deviation between the actual hydraulic pressure of the brake cylinder and the target value increases, or the frequency of change increases. Further, the operation interval of the electromagnetic control valve is shortened, and the frequency of change of the hydraulic pressure is increased. The target value of the hydraulic pressure can be acquired, for example, based on the operation state of the brake operation member, and the operation interval of the electromagnetic control valve is detected, for example, based on the control state of the current supplied to the electromagnetic control valve. Can be. in this way,
The responsiveness level can be detected based on one of (a) to (c), but can be more accurately detected based on two or more.

When the responsiveness level is high, it can be estimated that there is a hunting tendency, and the stronger the hunting tendency, the higher the possibility that hunting will occur. When the responsiveness level is low, it can be determined that there is a tendency for control to be delayed. Thus, the responsiveness level can be referred to as a hunting level or a control delay level. The hunting level can be detected based on a short operation interval, and the control delay level can be detected based on a long operation interval. The responsiveness level can be detected based on both the short and long operation intervals, but in that case, the responsiveness level of the electromagnetic control valve can be comprehensively detected. When detecting the control delay level, it is better to consider the actual hydraulic pressure, the change state of the target value, the change state of the deviation, the brake operation state, etc. It can be detected accurately. When comprehensively detecting the responsiveness of the electromagnetic control valve, for example, the value representing the responsiveness level is increased when it is detected that there is a hunting tendency, and it is detected that there is a delay in response. If it can be smaller. If it is detected that the responsiveness level is in the hunting tendency and the control delay tendency is detected, the responsiveness level is returned to the reference level (the value indicating the hunting tendency is changed to the reference level). Clearing), or conversely, clearing when a hunting tendency is detected in a state indicating that there is a control delay tendency. If the opposite tendency is detected during the detection of one tendency, it can be considered that the detection result indicating the one tendency is not accurate.

The responsiveness level detector detects at least one of the hunting level and the control delay level, and may include at least one of the hunting level detector and the control delay level detector. The control delay level may not be detected by detecting the hunting level, or the control hunting level may not be detected by detecting the control delay level. Correspondingly, the current changing unit may include at least one of a hunting level corresponding current changing unit that changes current based on the hunting level and a control delay corresponding current changing unit that changes based on the control delay level. .
The technical features described in any of the above modes (2) to (16) can be adopted in the brake fluid pressure control device described in this mode.

(18) The current control device includes: (a) a change state of the hydraulic pressure of the brake cylinder in an operating state of at least one of the one or more electromagnetic control valves; and (b)
A current changing unit that changes the supply current from a magnitude according to the rule based on a response evaluation value determined based on at least one of at least one operation interval of the one or more electromagnetic control valves (1) The brake fluid pressure control device according to the paragraph. The technical features described in any of the above modes (2) to (17) can be adopted in the brake fluid pressure control device described in this mode.

(19) One or more electromagnetic control valves that switch from the inactive state to the active state when the supply current reaches the operation start current, and control the supply current to the electromagnetic control valves in accordance with a predetermined rule. A current control device that controls the hydraulic pressure of a hydraulic operating device that operates by hydraulic pressure, wherein the current control device includes at least one of the one or more electromagnetic control valves. A fluid pressure control device comprising: a current changing unit that changes the supply current from a magnitude according to the rule based on one operation interval. The hydraulic pressure control device is not limited to a brake hydraulic pressure control device that controls the hydraulic pressure of a brake cylinder that operates a brake, but is widely used as a hydraulic pressure operation device (hydraulic actuator) for a vehicle or a machine tool that operates by hydraulic pressure. The present invention can be applied to a hydraulic pressure control device that controls the hydraulic pressure of the motor. The current controller is
The present invention can be applied to control of an electromagnetic control valve provided in a vehicle suspension device, an internal combustion driving device, and a driving force transmission device. For example, the present invention is applied to an electromagnetic control valve for adjusting a vehicle height in a vehicle height adjusting device provided in a suspension device, an electromagnetic control valve for controlling a damping force in a damping force control device, or a fuel injection control device provided in an internal combustion drive device. To electromagnetic control valves for controlling the injection state such as fuel injection timing and injection amount, and to control the valve timing of supply / exhaust valves (for a continuously variable valve timing mechanism) The present invention can be applied to an electromagnetic control valve for clutch engagement, an electromagnetic control valve for line pressure control, an electromagnetic control valve for a lock-up clutch, and the like in an automatic transmission provided in the device. It should be noted that the technical features described in any of the above items (1) to (18) can be adopted in the hydraulic pressure control device described in this item.

[0024]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Hereinafter, a vehicle braking system including a brake fluid pressure control device as a fluid pressure control device according to an embodiment of the present invention will be described with reference to the drawings. As shown in FIG. 1, the vehicle braking system is mounted on a hybrid vehicle including a drive source 22 including an internal combustion drive 14 including an engine 12 and an electric drive 20 including an electric motor 16. The hybrid vehicle is a front-wheel drive vehicle, and the left and right front wheels 24 have an engine 12 and an electric motor 16.
Are connected.

The internal combustion drive 14 includes an engine 12 and an engine ECU 40 for controlling the operating state of the engine 12.
The electric drive device 20 includes the electric motor 16, an inverter 42 as a power conversion device, a power storage device 44, a motor ECU 46, a generator 50, a power distribution mechanism 52, and the like. The generator 50 generates electric energy by the operation of the engine 12. The power distribution mechanism 52
Although not shown, it includes a planetary gear device, a generator 50 is connected to a sun gear, and an output member 54 is connected to a ring gear.
Are connected, the electric motor 16 is connected, and the output shaft of the engine 12 is connected to the carrier. Engine 1
2. A state in which only the driving torque of the electric motor 16 is transmitted to the output member 54 by the control of the electric motor 16, the generator 50, and the like, and both the driving torque of the engine 12 and the driving torque of the electric motor 16 are transmitted. State. The driving force transmitted to the output member 54 is transmitted to the drive shaft 56 of the front wheel 24 via the reduction gear and the differential.

In the present embodiment, the current of the electric motor 16 is controlled by the inverter 42 based on a command from the motor ECU 46. A command is supplied to the motor ECU 46 from the hybrid ECU 60. Electric motor 16
Is switched to a rotation driving state in which electric energy is supplied from the power storage device 44 to be rotated, a regenerative braking state in which kinetic energy is converted into electric energy by functioning as a generator, and the power storage device 44 is charged. In the regenerative braking state, rotation of the electric motor 16 is suppressed, and rotation of the front wheels 24 is suppressed. As described above, the regenerative braking force due to the regenerative braking of the electric motor 16 is applied to the front wheels 24. In this sense, the electric drive device 20 includes:
It may be a regenerative braking device. The regenerative braking force is controlled by controlling the electric current of the electric motor 16.

The vehicle braking system is provided with a hydraulic braking device 70 for applying a hydraulic braking force as a friction braking force to the front wheels 24 and the rear wheels 68 (see FIG. 2). The hydraulic braking device 70 includes a hydraulic control actuator 72, a brake cylinder 74 for the left and right front wheels 24, and a left and right rear wheel 6 as shown in FIG.
8, a brake cylinder 78, a brake pedal 92, a master cylinder 94 with a hydro booster, a power type hydraulic pressure source 9
6 and so on. When the hydraulic fluid is supplied to the brake cylinders 74 and 78, the friction member is pressed against the brake rotating body that rotates with the wheel by the pressing force corresponding to the hydraulic pressure, and the hydraulic braking force as the friction braking force is changed to the left and right front wheels 24. ,
The rotation is suppressed by being applied to the left and right rear wheels 28.

The power type hydraulic pressure source 96 includes a pump 100, a pump motor 101, an accumulator 102, an accumulator pressure sensor 103, a check valve 104, a relief valve 105 and the like. The accumulator pressure sensor 103 detects the hydraulic pressure of the accumulator 102, and the operation state of the pump motor 101 is controlled based on the hydraulic pressure detected by the accumulator pressure sensor 103. Pump motor 101
By this control, the hydraulic pressure of the accumulator 102 is kept within a predetermined set range. The check valve 104 is provided to prevent the backflow of the hydraulic fluid from the master cylinder side with the hydro booster to the accumulator side. Also, the relief valve 105 prevents the discharge pressure of the pump 100 from becoming excessive.

Master cylinder 94 with hydro booster
A pressure control unit 106 that controls the hydraulic pressure to a magnitude corresponding to the operating force of the brake pedal 92 applied to the pressurizing piston by using the hydraulic pressure of the power type hydraulic pressure source 96; And a pressurizing section 108 for generating a hydraulic pressure having a magnitude in which the operating force of the brake pedal 92 is boosted by the hydraulic pressure. The pressurizing unit 108 is connected to the brake cylinders 74 of the left and right front wheels 24, and the pressure adjusting unit 106 is connected to the brake cylinders 74 of the left and right front wheels 24 via a linear valve device 109.
The brake cylinders 78 of the left and right rear wheels 68 are connected. Even if the hydraulic pressure of the pressure adjusting unit 106 becomes the atmospheric pressure, a hydraulic pressure having a height corresponding to the brake operating force is generated in the pressurizing unit 108, and the hydraulic fluid is supplied to the brake cylinders 74 of the left and right front wheels 24, The brake is actuated.

In the present embodiment, the hydraulic control actuator 72 includes a linear valve device 109, a plurality of electromagnetic control valves described later, and the like. The linear valve device 109 is shown in FIG.
As shown in FIG. 3, the pressure-increasing linear valve 110, the pressure-reducing linear valve 111, and the pressure-reducing reservoir 112 are included. The pressure-increasing linear valve 110 is provided in the middle of a liquid passage 113 that connects the pressure adjusting unit 106 and the brake cylinder. And While no current is supplied to the coil 116, the valve 114 is seated on the valve seat 115 by the elastic force F1 of the spring 117. Electromagnetic driving force F2
Acts in a direction to separate the valve element 114 from the valve seat 115. Further, in the direction in which the valve element 114 is separated from the valve seat 115, a differential pressure acting force F3 corresponding to the hydraulic pressure difference ΔP before and after the pressure increasing linear valve 110 also acts.

Therefore, when current is supplied to the coil 116, the relative position of the valve 114 with respect to the valve seat 115 depends on the relationship among the elastic force F1, the electromagnetic driving force F2, and the differential pressure acting force F3 of the spring 117. Decided.
In this case, if it is considered that the elastic force F1 of the spring 117 is almost constant, the differential pressure acting force can be controlled by controlling the electromagnetic driving force (the current supplied to the coil 116). The difference between the hydraulic pressure on the brake cylinder side and the hydraulic pressure on the pressure adjustment section side of the valve 110 can be controlled. In the present embodiment, the supply current to the coil 116 is controlled such that the hydraulic pressure on the brake cylinder side becomes the same as the required hydraulic pressure corresponding to the required hydraulic braking torque described later. If the current supplied to the coil 116 increases in relation to the differential pressure acting force and the urging force of the spring, the valve 114 is separated from the valve seat 115. This current is the valve opening current and can be referred to as the operation start current.

The structure of the pressure reducing linear valve 111 is the same, except that the pressure reducing linear valve 111 has a
9 is provided in the middle. In addition, pressure reducing linear valve 1
In FIG. 11, a differential pressure acting force F3 acts according to the difference between the hydraulic pressure on the brake cylinder side and the hydraulic pressure on the pressure reducing reservoir side. Is equal to the hydraulic pressure difference on the brake cylinder side.

Check valves 122 and 123 are provided in the passages bypassing the pressure-increasing linear valve 110 and the pressure-reducing linear valve 111, respectively. The check valve 122
This allows the flow of the hydraulic fluid from the brake cylinder to the master cylinder 94 with the hydro booster, and prevents the flow in the reverse direction. It is for returning. The check valve 123 is connected to the pressure reducing reservoir 1.
12 permits the flow of the hydraulic fluid from the hydraulic cylinder 12 to the master cylinder 94 with a hydro booster, and prevents the flow in the reverse direction. It is for returning.

A holding valve 126 is provided at a portion (liquid passage) 125 between the linear valve device 109 of the liquid passage 113 and the brake cylinder 78 of the left and right rear wheels 68, and connects the brake cylinder 78 and the master reservoir 127. Each of the liquid passages 128 has a pressure reducing valve 129. In addition, holding valves 131 are provided at portions (liquid passages) 130 connecting the linear valve device 109 of the liquid passage 113 and the brake cylinders 74 of the left and right front wheels 24, respectively, and connect the brake cylinder 74 and the master reservoir 127. Each of the liquid passages 132 is provided with a pressure reducing valve 133. Also, the respective holding valves 126 and 131
Is provided with a bypass passage provided with a check valve 134. Therefore, when the brake is released, the master cylinder 94 with the hydro booster is supplied from the brake cylinders 74 and 78 via the linear valve device 109.
The hydraulic fluid is returned immediately. Holding valve 13 of liquid passage 130
1, the brake cylinder 78 for the rear wheel and the brake cylinder 7 for the front wheel.
A shutoff valve 136 is provided in a portion between the control valve 4 and the control valve 4.
The shut-off valve 136 is switched to the closed state when no current is supplied to the coil. It is provided to shut off the front wheel side and the rear wheel side when the vehicle braking system is abnormal.

The pressurizing section 108 and the front wheel brake cylinder 74 are connected by a liquid passage 140. Liquid passage 1
40 is provided with a master shutoff valve 141, which can be switched to a shutoff state when it is necessary to shut off the brake cylinder 74 from the pressurizing unit 108, such as during regenerative cooperative control. By supplying the hydraulic fluid of the pressurizing section 108 to the brake cylinder 74, the brake of the front wheels is operated. A stroke simulator 142 is connected to the liquid passage 140 via an on-off valve 143.
When the master shutoff valve 141 is in the closed state, the stroke of the brake pedal 92 by the driver is prevented from becoming almost zero. The on-off valve 143 is closed at the time of abnormality or the like, thereby avoiding unnecessary supply of the working fluid of the pressurizing unit 108 to the stroke simulator 142.

The hydraulic braking device 70 includes a brake ECU 15
It is controlled based on the 0 command. Brake ECU 150
Are CPU 151, ROM 152, RAM 153, EE
It includes a computer including a PROM 154, an input / output interface 155, and the like. Brake ECU 15
0 is connected to the accumulator pressure sensor 10 described above.
3. A wheel speed sensor 170 for detecting the wheel speed of each of the wheels 24 and 68, a master pressure sensor 175 for detecting the hydraulic pressure of the pressurizing unit 108, and a brake switch for detecting whether the brake pedal 92 is in the operating state. 176, stroke sensor 1 for detecting stroke of brake pedal 92
82, the hydraulic pressure Preg on the pressure regulating unit side of the linear valve device 109
Sensor 183 for detecting hydraulic pressure, a hydraulic pressure sensor 184 for detecting hydraulic pressure Pout1 on the brake cylinder side, and a hydraulic passage 13
A hydraulic pressure sensor 185 for detecting a hydraulic pressure Pout2 in a portion on the brake cylinder 74 side from the zero shutoff valve 136, an ignition switch 190, and the like are connected. The output unit includes the coil 116 of the linear valve device 109, the pump motor 1
01, each solenoid on-off valve 126, 129, 131, 133,
The coils 136 and 141 are connected via a drive circuit (not shown).

The hydraulic pressure sensor 184 is connected to the linear valve device 1
09, the control pressure is detected.
1. When the pressure reducing valves 129 and 133 are at the original positions shown in the drawing, the hydraulic pressure of the brake cylinder becomes the same. Therefore,
The hydraulic pressure sensor 184 can detect the hydraulic pressure of the brake cylinder. The hydraulic pressure difference before and after the pressure-increasing linear valve 110 can be obtained as a difference between hydraulic pressures detected by the hydraulic pressure sensors 183 and 184.

The required total braking torque intended by the driver can be obtained based on at least one detected value of the master pressure sensor 175, the hydraulic pressure sensor 183, and the stroke sensor 182. In the present embodiment, the required total braking torque is determined by a master pressure (a detection value of at least one of the master pressure sensor 175 and the hydraulic pressure sensor 183 can be used) corresponding to the operation stroke and the operation force of the brake pedal 92. Is obtained based on both. At the beginning of the operation, since the master pressure increases with an increase in the stroke, it is desirable to obtain the master pressure based on the stroke. Further, when the master pressure becomes equal to or higher than the set pressure, the operation force can be detected with higher accuracy based on the master pressure. Therefore, the required total braking torque is determined mainly based on the stroke at the beginning of the operation, and is determined mainly based on the master pressure when the master pressure exceeds a set value. The required total braking torque Bref may be determined based on the hydraulic pressure Preg detected by the hydraulic pressure sensor 183, may be determined based on the hydraulic pressure detected by the master pressure sensor 175, or may be determined based on the stroke sensor 182.
Or based on the detected stroke.

Based on the wheel speed detected by the wheel speed sensor 170, the braking slip state of each wheel can be detected. If the braking slip is excessive,
By controlling the holding valves 126 and 131 and the pressure reducing valves 129 and 133, the hydraulic pressure of each of the brake cylinders 74 and 78 is controlled so that the braking slip state of each of the wheels 24 and 68 is maintained in an appropriate state.

The ROM 152 stores a valve opening voltage determination table represented by the map of FIG. 5, a linear valve device control program represented by a flowchart of FIG. 6, a hunting level detection program represented by a flowchart of FIG. A timer control program represented by the flowchart of
A plurality of programs, tables, and the like, such as an adaptive current determination program represented by the flowchart of FIG. 9 and a map correction program represented by the flowchart of FIG. 10, are stored.

The motor ECU 46, the hybrid ECU 60, and the engine ECU 40 also include a CPU, an RO,
The computer mainly includes an M, a RAM, an input / output interface, and the like. Hybrid ECU 6
A power supply state detection device 196 that detects the state of the power storage device 44 and the like are connected to the 0 input unit. Power supply state detection device 196 includes a charge state detection unit that detects the charge state of power storage device 44, and an abnormality detection unit that detects the voltage and temperature of power storage device 44. The power storage device 44 is detected by the charging state detection unit.
, It can be seen that the larger the charged amount, the smaller the chargeable capacity. The aforementioned hybrid ECU 60, motor ECU 46, engine ECU 4
0, information communication is performed with the brake ECU 150.

The operation of the vehicle braking system configured as described above will be described. During normal braking, regenerative cooperative control is performed. In the brake ECU 150, a required total braking torque (operating-side upper limit determined according to the driver's intention) Bref desired by the driver is calculated based on the hydraulic pressure Preg detected by the hydraulic pressure sensor 183. Then, the required total braking torque Bref is supplied to the hybrid ECU 60. In the hybrid ECU 60, the required total braking torque Bref and the motor ECU 4
6, which is the upper limit of the regenerative braking torque determined based on information indicating the operating state of the motor including the number of revolutions of the electric motor 16 supplied from the power supply 6 and the storage capacity, which is the amount of electric energy that can be stored in the power storage device 44. The smaller of the upper limit and the lower limit is output to the motor ECU 46 as the required regenerative braking torque.

The motor ECU 46 is a hybrid ECU
The inverter 42 is controlled such that the required regenerative braking torque supplied from the controller 60 is obtained. The current of the electric motor 16 is controlled by the control of the inverter 42, respectively. The operating state such as the actual rotation speed of the electric motor 16 is detected by a motor operating state detecting device (not shown). In the motor ECU 46, the actual regenerative braking torque Bm is obtained based on the operation state of the electric motor 16, and information representing the actual regenerative braking torque Bm is supplied to the hybrid ECU 60. Hybrid ECU
Reference numeral 60 denotes information indicating the actual regenerative braking torque Bm is applied to the brake E.
Output to CU150.

The brake ECU 150 calculates the required hydraulic braking torque Bpref based on a value (Bref-Bm) obtained by subtracting the actual regenerative braking torque Bm from the required total braking torque Bref.
Is determined, and the required linear pressure Pref corresponding to the required hydraulic braking torque Bpref is realized.
9 is determined. Required total braking torque Bref
Minus the actual regenerative braking torque Bm from (Bref-Bm)
Is positive, the required total braking torque is insufficient with the actual regenerative braking torque, so the hydraulic braking torque is added. If the value (Bref−Bm) is 0 or less, the regenerative braking torque Is satisfied, the hydraulic braking torque is not applied, and the linear valve device 10
9 is not performed. In the hydraulic braking device 70, the master shutoff valve 141 is closed, and the shutoff valve 1 is closed.
36 is opened, the linear valve device 109 is opened.
By controlling the supply current to the coil 116, the hydraulic pressure of the brake cylinders 74 and 78 is controlled.
This control is regenerative cooperative control.

The above-mentioned required regenerative braking torque may be determined by the brake ECU 150. In this case, the power generation side upper limit value is the hybrid E
The CU 60 supplies the required regenerative braking torque to the brake ECU 150 based on the information.
At 0, it is supplied to the hybrid ECU 60 and is supplied to the motor ECU 46 as it is.

FIG. 4 is a functional block diagram showing an outline of the hydraulic control executed by the brake ECU 150.
The linear valve device 109 to be controlled is controlled by the feedforward control unit 220 and the feedback control unit 222. The target value of the control is the required hydraulic pressure Pref of the brake cylinder, and the output is the hydraulic pressure sensor 184.
Is the output hydraulic pressure Pout1. As described above, during the regenerative cooperative control, the output hydraulic pressure Pout1 is the same as the brake hydraulic pressure, and is hereinafter referred to as the brake hydraulic pressure Pw. The feedforward control unit 220 calculates a feedforward pressure increasing current IFSLA and a feedforward pressure reducing current IFSLR based on the required hydraulic pressure Pref. Further, the feedback control unit 222 outputs the brake fluid pressure Pw (Pout) detected by the fluid pressure sensor 184 from the required fluid pressure Pref.
A feedback boost current IBSLA and a feedback pressure decrease current IBSLR are calculated as currents for approaching the deviation error, which is the value obtained by subtracting 1), to zero. As described above, the control of the brake ECU 150 in the present embodiment includes both the feedforward control and the feedback control.

The supply current to the pressure-increasing linear valve 110 and the pressure-reducing linear valve 111 of the linear valve device 109 is determined according to the execution of the linear valve device control program shown in the flowchart of FIG. This program is executed at every predetermined control cycle time. In step 1 (hereinafter abbreviated as S1; the same applies to other steps), a required hydraulic pressure Pref is determined. As described above, the required hydraulic pressure Pref is determined based on the required hydraulic braking torque Bpref (Bref-Bm) which is a value obtained by subtracting the actual regenerative braking torque from the required total braking torque. In S2, the brake fluid pressure Pw is detected by the fluid pressure sensor 184, and a value obtained by subtracting the brake fluid pressure Pw from the required fluid pressure Pref is obtained as a deviation error (Pref-Pw). Then, in S3, the deviation error
Is determined based on the control mode. The mode is determined to be one of the pressure increasing mode, the pressure reducing mode, and the holding mode.

If the determined control mode is the holding mode, in step S5, the pressure increasing linear valve 110 (denoted as SLA in the figure), the pressure reducing linear valve 111
(Supplied as SLR in the figure) is set to 0. If the mode is the pressure increasing mode, the supply current ISLA to the pressure increasing linear valve 110 is determined in S6.
In this case, the supply current I to the pressure reducing linear valve 112
SLR is 0. If the mode is the pressure reduction mode, the supply current ISLR to the pressure reduction linear valve 112 is determined in S7. In this case, the supply current ISLA to the pressure increasing linear valve 110 is set to zero.

In this embodiment, when the deviation error (required hydraulic pressure Pref-actual brake cylinder hydraulic pressure Pw) is greater than the pressure increase threshold, the pressure increase mode is set. If it is smaller, the decompression mode is set; otherwise, the holding mode is set. Note that the mode of determining the control mode is not limited to the mode in the present embodiment.

The current supplied to the pressure-increasing linear valve 110 and the pressure-reducing linear valve 111 is controlled by the feedforward controller 2.
20 feed forward current (IFSLA, IFSL
R) and the feedback current (IBSLA, IBSLR) by the feedback control unit 222. The feedforward boost current IFSLA for the booster linear valve 110 is determined according to the formula IFSLA = (KF.dPref + Iadj-ap + ΔI) and the feedback booster current IBSLA
Is determined according to the formula IB SLA = f (KB · error). The sum ISLA = IFSLA + IBSLA is used as the supply current ISLA to the pressure-increasing linear valve 110.

The physical meaning of the supply current IFSLA in the feedforward control section 220 is as follows during the pressure increase.
Hydraulic pressure difference ΔP before and after pressure increasing linear valve 110 (Pw−P
reg) gradually decreases, and the pressure-increasing linear valve 11
Even if the force for separating the zero valve element 114 from the valve seat 115 becomes small, the pressure-increasing linear valve 110 is kept open so that the current can be increased. When the front and rear hydraulic pressure difference ΔP is relatively large, the value of the feedforward boosting current IFSLA may be relatively small, but the front and rear hydraulic pressure difference ΔP decreases with an increase in the brake cylinder hydraulic pressure. In the case, the booster linear valve 1
In order for 10 to be in an open state, a larger current needs to be supplied. Feed forward boost current IFSLA
Is a current corresponding to the sum of the valve opening voltage required to open the pressure-increasing linear valve 110 and the voltage required to bring the actual brake fluid pressure close to the required fluid pressure.

Here, the valve opening current Iadj-ap is calculated as shown in FIG.
Is a current corresponding to the valve opening voltage Vadj-ap determined according to the valve opening voltage determination table represented by the map of FIG. The valve opening voltage Vadj-ap is determined based on the hydraulic pressure difference ΔP before and after the pressure increasing linear valve 110 at that time. As described above, the pressure-increasing linear valve 110 has a differential pressure acting force F3 and an electromagnetic driving force F2.
And the elastic force F1 of the spring (which can be regarded as a substantially constant value). The valve opening voltage Vadj-ap is a value that decreases with an increase in the hydraulic pressure difference ΔP. And the elastic force of the spring 117 is in a state of being balanced. Further, in the pressure-intensifying linear valve 110, it can be considered that the voltage is necessary to realize the hydraulic pressure difference ΔP.

The term (KF · dPref) is a current required to keep the pressure-increasing linear valve 110 open until the hydraulic pressure of the brake cylinder approaches the required hydraulic pressure. Coefficient KF
Is a control gain in the feedforward control. In this manner, the feedforward current is increased stepwise by the valve opening current, and then gradually increased at a gradient corresponding to the feedforward control gain. In the present embodiment, the current supplied in this manner is a current (feed forward current) supplied according to rules.

The adaptive current ΔI is a correction current determined based on the operation interval. In the present embodiment, the adaptive current ΔI is determined so that the magnitude obtained by adding the correction current that is the adaptive current ΔI to the valve opening current Iadj-ap obtained according to the map becomes the actual operation start current of the linear valve. Although the map is determined uniformly, the operation start current differs depending on the actual state of the pressure-intensifying linear valve 110 (the magnitude of the elastic force of the spring, the operating environment, and the like). For this reason, even if the valve opening current Iadj-ap determined according to the map is added, there is a case where the valve is actually switched to the open state and a case where the valve is not switched, and the response becomes excessively sensitive or the response is delayed. Therefore, in the present embodiment, when the current obtained by adding the adaptive current ΔI to the valve-opening current Iadj-ap obtained according to the map is supplied, the adaptive current ΔI is changed so that the closed state is actually switched to the open state. It is determined based on the operation interval.

The operation interval is represented by a hunting level in the present embodiment. The hunting level is a value indicating the strength of the hunting tendency. When the hunting level is high, it is possible to determine that the possibility of hunting is high. In the present embodiment, the hunting level is represented by the number of times that the operation interval time of the pressure increasing linear valve 110 and the pressure reducing linear valve 111 is short. It can be estimated that the greater the number of times that the operation interval time is assumed to be shorter, the higher the hunting tendency and the higher the possibility of hunting. The hunting level is detected according to the execution of the hunting level detection program shown in the flowchart of FIG. FIG. 11 shows a state in which the hunting level is actually detected in accordance with the execution of this program.

The hunting level is detected based on the operation interval time as the operation interval. Booster linear valve 1
The hunting level CH of the pressure-reducing linear valve 111 is changed from the closed state to the open state before the time elapsed after the pressure-increasing linear valve 110 is switched from the closed state to the open state reaches the threshold value A (time). When the pressure-increasing linear valve 110 is switched from the closed state to the open state before the threshold value B is reached, it is increased by one. If the operation interval time is within the set time, the hunting level CH is increased by one. In the present embodiment, it is assumed that when a stepwise current is supplied to the pressure-increasing linear valve 110 and the pressure-reducing linear valve 111, the state is switched from the closed state to the open state. Since the stepwise increase amount of current is supplied, the pressure-increasing linear valve 110 or the pressure-reducing linear valve 11
1 is not always switched from the closed state to the open state. However, depending on the linear valve, it may be switched to the operating state when the stepwise increase amount is supplied. There is also a linear valve that can be switched to the open state in the course of gradually increasing the supply current after a stepwise increase amount of current is supplied. In any case, the step increase is
Since it is supplied to switch from the closed state to the open state,
The operation interval can be detected based on the interval at which the stepwise increasing amount of current is supplied.

As described above, the switching of the linear valve from the closed state to the open state is not detected based on the change in the hydraulic pressure on at least one side of the linear valve. , And can be easily detected. The timer (for the pressure-increasing linear valve) resets the count value of the timer counter CT to 0 each time the pressure-increasing linear valve 110 is switched from the closed state to the open state. Value (threshold B
Is controlled to be reset to a value corresponding to The same applies to the timer for the pressure-reducing linear valve.
C is a threshold value R, S, T, respectively. The threshold values A, B, and C and the threshold values R, S, and T can be different values, but one or more of them can be the same value.

In this embodiment, neither the pressure reducing linear valve 111 nor the pressure increasing linear valve 110 is switched before the hunting level CH reaches the threshold value B. If the state does not change, it is determined that the reset condition has been satisfied, and the state is reset. The estimation that the hunting tendency is strong is determined to be incorrect.

The control of the timer (counting by the timer counter CT) is performed in accordance with the execution of the timer control program shown in the flowchart of FIG. Here, the case where the hunting level is detected for the pressure increasing linear valve 110 will be described. The same applies to the pressure-reducing linear valve 111, and a description thereof will be omitted. In S11, it is determined whether the linear valve device 109 is under control. The control of the timer is performed during the control of the linear valve device 109. If the control is not being performed, the count value of the timer counter CT is set to 0 in S12.
On the other hand, while the linear valve device 109 is being controlled, the timer counter CT is counted up in S13. Is YES, the timer counter CT is reset to 0 in S15. If the closed state or the open state is maintained, it is determined in S16 whether or not the time corresponding to the count value of the timer counter CT has reached the time C (threshold C). If the value has reached C, the determination in S16 becomes YES, and the count value of the timer counter CT is reset to a value corresponding to the time B (threshold value B) in S17.

The hunting level is detected using this timer, and is detected during the control of the linear valve device 109. In S28, it is determined whether or not the absolute value of the change amount of the required hydraulic pressure Pref is equal to or greater than a set amount.
If not, the hunting level CH is set to 0 in S29. In this case, the adaptive current ΔI is set to 0 as described later. If the absolute value of the change amount of the required hydraulic pressure Pref is smaller than the set amount, S30 and subsequent steps are executed. In S30 to S37, the hunting level CH is counted, and in S38 and thereafter, it is determined whether the reset condition of the hunting level CH is satisfied.

In S30 and S31, the timer counter C
It is determined whether or not the count value of T is substantially zero. If the count value is substantially zero, the value of the hunting level CH at that time is stored. In S32, it is determined whether or not the time (elapsed time) corresponding to the count value of the timer counter CT has reached the time (threshold) A. If it is before reaching the threshold value A, it is determined in S33 whether the pressure reducing linear valve 111 has been switched from the closed state to the open state. If it has been switched, the hunting level CH is counted up by one in S34, but if the pressure reducing linear valve has not been switched to the open state before reaching the threshold value A, the count value is increased. Never.

After the threshold value A is reached, S33 and S34 are not executed, and it is determined in S35 whether or not the count value of the timer counter CT has reached a value corresponding to the threshold value B. You. If the pressure-increasing linear valve 110 is switched from the closed state to the open state again before reaching the threshold value B, the determination in S36 becomes YES,
In S37, the count value of the hunting level CH is 1
Increased. If the pressure-increasing linear valve 110 cannot be switched from the closed state to the open state, the count value is not incremented.

As described above, in the present embodiment, before the elapsed time from when the pressure-increasing linear valve 110 is switched from the closed state to the open state reaches the threshold value A, the pressure-reducing linear valve 111 is switched from the closed state. When switched to the open state (when the pressure-reducing linear valve 111 is in the open state, the pressure-increasing linear valve 110 is in the closed state), the threshold B
If the pressure-increasing linear valve 110 is switched from the closed state to the open state before the hunting level CH is reached, the hunting level CH is counted up. Also, the count is incremented when the pressure-increasing linear valve 110 is switched from the open state to the closed state before reaching the threshold value A.

When the threshold value B has been reached, S38 and subsequent steps are executed. In S38, it is determined whether or not the hunting level CH at that time is the same as the hunting level CH detected in S31. If they are the same, it means that the hunting level CH has not been counted up before the threshold value B is reached, indicating that the operation interval is long. In this case, in S39, it is determined whether or not the count value of the timer counter CT substantially corresponds to the threshold value B.
In step S40, the brake cylinder hydraulic pressure is detected by the hydraulic pressure sensor 184.
Next, in S41 and S42, the brake cylinder hydraulic pressure when the threshold value C is reached is detected. In S43, the difference between the hydraulic pressure in the case of the threshold value B and the hydraulic pressure in the case of the threshold value C is determined. It is determined whether or not the absolute value of the fluid pressure change amount between the threshold value B and the threshold value C) is smaller than a set amount. In the open state of the pressure increasing linear valve 110, it is determined whether or not the increase amount is equal to or more than the set amount, and in the open state of the pressure reducing linear valve 111, it is determined whether or not the decrease amount is equal to or more than the set amount. Threshold B to Threshold C
If the absolute value of the amount of change in the fluid pressure within the time period (within the set time) is smaller than the set amount, it is determined that the reset condition is satisfied, and the count value of the hunting level CH is set to S44.
At 0.

As described above, when the hunting level CH is 1 or more, it is possible to determine that the operation interval is short and that there is a hunting tendency. It is detected whether a delay has occurred. If a response delay is detected, it is determined that the reset condition has been satisfied, and the hunting level CH is set to zero. In the present embodiment, the pressure increasing linear valve 110 and the pressure reducing linear valve
Is not detected, and the difference between the hydraulic pressure at the threshold value B and the hydraulic pressure at the threshold value C is small, it is determined that the response is delayed. If the brake fluid pressure does not increase even if the pressure increasing linear valve 110 is open for a long time, or if the fluid pressure does not decrease even if the pressure reducing linear valve 111 is open for a long time, the response is delayed.

The hunting level CH can be counted according to FIG. In this case, the mode of the timer control is the same as the above-described case. In the present embodiment, when a response delay is detected, the hunting level C
H is decremented by one instead of being reset. In S44 of the above-described flowchart, the hunting level CH is decreased by 1 instead of being reset to 0. Thus, by combining the embodiment of FIG. 11 and the embodiment of FIG. 14, the hunting level can be a value obtained by comprehensively evaluating both the hunting tendency and the control delay tendency. The control delay tendency is opposite to the hunting tendency and can be evaluated by reducing the hunting level.

If the hunting level is detected independently in FIG. 14, the control delay tendency can be detected. The hunting level is reduced by 1 each time a control delay is detected from the reference level (0), and the control delay level is expressed as a value equal to or less than 0 of the hunting level. Further, the reference level need not be 0, and can be set as appropriate. Further, when a control delay is detected, it can be considered that the control delay level is increased by one. Further, the control delay level can be represented by a positive value. Further, the hunting level and the control delay level can be independently referred to as a responsiveness level, and the level comprehensively representing the hunting tendency and the control delay tendency can be referred to as a responsiveness level.

The adaptive current ΔI is determined according to the hunting level. For example, as shown in FIG. 12, when the absolute value of the hunting level CH is large, Δ
The absolute value of I is increased. When the hunting level CH is positive and large, the adaptive current ΔI is negative and large compared to when it is small. By reducing the feedforward current, the operation start timing of the pressure-increasing linear valve 110 is delayed. Note that when the hunting level CH is detected in the mode shown in FIG. 11, the hunting level CH does not become a negative value.
When the detection is performed in combination with the mode shown in FIG. 14, the value may be negative when detected in the mode shown in FIG. The value becomes a positive value or a negative value when comprehensively detected, and becomes 0 or less when a control delay tendency is detected. FIG. 12 is a diagram corresponding to both the case where the hunting level is a positive value and the case where the hunting level is a negative value.

As shown in FIG. 12, the hunting level C
When H is between 0 and +1, the appropriate current (correction value) ΔI is set to 0. Since a dead zone is provided at the hunting level CH (responsiveness level) for changing the current, it is possible to prevent the supply current from being changed when unnecessary. The adaptive current ΔI has an upper limit value (positive).
And a lower limit (negative). Even if the absolute value of the hunting level CH (response level) increases, the absolute value of the adaptive current ΔI does not exceed the upper and lower limits.

The adaptive current ΔI is determined according to the flowchart of FIG. 9 as shown in FIG. In S51 and S52, it is determined whether the hunting level CH is larger than the set value n or smaller than the set value m. It is determined whether or not it belongs to the dead zone.
If it does not belong to the dead zone and it is larger than the set value n. In S53, the adaptive current ΔI is obtained according to the formula ΔI = −Δ · (H−n). The adaptation current becomes negative and the supply current determined according to the rules is reduced. here,
n is a hunting level CH representing the upper limit of the dead zone, and is 1 in the present embodiment. Δ is a reference unit for determining the adaptive current when the hunting tendency is stronger than the response delay tendency, and a value obtained by multiplying Δ by (H−n) is used as the adaptive current ΔI. In S54, it is determined whether or not the adaptive current ΔI is smaller than the lower limit ΔILLIM (negative value).
If smaller, the adaptive current ΔI is set to the lower limit in S55.

If the hunting level CH is smaller than the lower limit of the dead zone, the adaptive current .DELTA.I is obtained in step S55 according to the equation .DELTA.I = .DELTA. '. {-(H-m)}. Here, since the adaptive current ΔI is a positive value while the hunting level CH is a negative value, the sign of the hunting level CH is inverted. M is the lower limit of the dead zone, and is 0 in the present embodiment. Δ ′ is a reference unit for determining an adaptive current when the response delay tendency is stronger than the hunting tendency. If the adaptive current ΔI has become larger than the positive upper limit value ΔIULIM, the upper limit value is set in S57.

As described above, since it is not desirable that the absolute value of the adaptive current ΔI becomes too large, an upper limit value and a lower limit value are provided. Note that the reference units Δ, Δ ′
May be the same size or different sizes.
If it belongs to the dead zone, the adaptive current Δ
I is set to 0. Also, as described above, the required hydraulic pressure Pref
If the absolute value of the change amount is equal to or greater than the set value, the hunting level CH is set to 0, and the adaptive current ΔI is also set to 0. If the amount of change in the required hydraulic pressure Pref is large, it is desirable that a current that meets the driver's intention be supplied.

As described above, the hunting level is detected, and the adaptive current ΔI is obtained according to the hunting level. Therefore, an appropriate amount of current can be supplied to the pressure-increasing linear valve 110 and the pressure-reducing linear valve 111, and a hunting state and a large control delay can be satisfactorily avoided. The hunting level is detected based on the control state of the linear valve device 109, that is, the current supply state.
Therefore, it is possible to detect earlier that there is a hunting tendency than when detecting based on a change in the hydraulic pressure, and it is possible to prevent a hunting state from occurring.

In the present embodiment, the map shown in FIG. 5 is modified. As described above, the current obtained by adding the adaptive current ΔI to the valve opening current detected according to FIG. 5 is set as the operation start current of the linear valve.
The actual valve opening current (operation start current) is used. Therefore, as shown in FIG. 13, the map of FIG.
And a map based on the hydraulic pressure difference before and after the supply of the current corrected by the adaptive current ΔI is combined with the map based on the valve opening current of the linear valve and the differential pressure, and stored. Because

A new map is created and stored when the ignition switch 190 is turned off. Therefore, while the ignition switch 190 is in the ON state, a plurality of sets of the adaptive current ΔI and the front and rear hydraulic pressure differences ΔP are usually stored. A plurality of sets have the same front and rear hydraulic pressure difference ΔP and different adaptive current ΔI,
There is a case where the adaptive current ΔI is the same and the hydraulic pressure difference ΔP before and after is different. In these cases, a map of the appropriate current and the difference between the front and rear hydraulic pressures is created based on a value that is statistically processed, such as an average value. If the map itself is corrected, an appropriate current can be supplied without correcting the supply current.

As shown in the flowchart of FIG. 10, it is determined in S81 whether or not it is time to modify the map. In the present embodiment, the map is modified when the ignition switch 190 is in the OFF state and in the pulse input state. When the ignition switch 190 is in the ON state, the determination is NO, and in S82 to 85, the adaptive current ΔI and the front and rear hydraulic pressure difference ΔP are detected.
These are stored in association with each other. Then, when it is time to modify the map, the map is modified in S86. As shown in FIG. 13, these are added to each other to form an EEPROM 154 which is a nonvolatile memory.
It is stored in. Although FIG. 13 illustrates the map in terms of the relationship between the front and rear differential pressure and the current in order to facilitate understanding, in the present embodiment, a table indicating the relationship between the front and rear differential pressure and the voltage is stored. You. Note that the stored table may represent the relationship between the pressure difference and the current before and after.

As described above, in the present embodiment, the brake ECU 150 stores and executes the appropriate current determination program shown in the flowchart of FIG. A portion for storing and executing S6 and S7 of the program constitutes a current changing portion. An operation interval detecting section is configured by a portion for storing and executing the hunting level detection program shown in the flowchart of FIG.
The portion for storing and executing 28 and 29, the portion for storing S6 and S7 of the linear valve device control program, the portion for executing and the like constitute a target hydraulic pressure corresponding current determination section.

In the above embodiment, the feedforward current is corrected by adding the adaptive current to the current determined according to the rules. However, the feedforward current can be corrected by changing the feedforward control gain. Can be changed. In the above-described embodiment, the feedforward current is changed and the feedback current is not changed. However, the feedback current can be changed. For example, both the feedback current and the feedforward current can be changed in parallel, but when the feedforward current is changed with priority and changing the feedforward current has no effect. Alternatively, the feedback current may be changed.

In the flowchart of FIG.
At 0, it is determined whether or not the hunting level is increasing, and at S101, it is determined whether or not the hunting level is decreasing. If there is an increasing trend, it is determined in S102 whether or not the previous time also had an increasing trend. In the case where there is an increasing tendency for two consecutive times, the gain for feedback control is decreased in S103. If the change tendency of the hunting level CH does not change even if the feedforward current is changed, the feedback current is also changed.

Similarly, when the decreasing tendency continues twice, the feedback control gain is increased in S106. As described above, in the present embodiment, if the same tendency continues twice consecutively, the feedback control gain is changed each time. When the effect is not sufficient only by correcting the feedforward current, the feedback current is corrected, and both are set to appropriate values. The change of the feedback control gain can be performed similarly for the pressure-increasing linear valve 110 and the pressure-reducing linear valve 111, but may be changed for only one of them.

In the above embodiment, the feedback control gain is changed when the change tendency of the hunting level CH is the same two or more times. However, when the hunting level CH becomes larger than the set value. In such a case, in other words, the feedback control gain can be changed when the correction amount of the feedforward current becomes equal to or larger than the set amount. When the hunting level CH becomes equal to or higher than the set value, both the feedforward current and the feedback control gain are changed. In this way, hunting can be prevented while preventing the adaptive current alone from increasing. Further, as shown in FIG. 12, when the feed forward current is changed and the sufficient effect cannot be obtained, the feedback control gain is changed, and when the sufficient effect cannot be obtained, the feed forward current is changed. It is also possible to be performed.

In any case, when both the feedback current and the feedforward current are changed based on the hunting level CH, it is desirable that the feedforward current be changed with priority. Then, the feedback current is changed when the change amount becomes large or when a sufficient effect cannot be obtained. This is because changing the feedforward current has a greater effect in controlling the response.
When both the feedback current and the feed forward current are changed, the current is changed according to a predetermined pattern, or the actual hydraulic pressure is changed each time so as to approach the required hydraulic pressure. Or you can. Further, it is not essential to change the feedback control gain. Changing the feedforward current is sufficient. On the contrary, the present invention does not exclude an aspect in which only the feedback current is changed without changing the feedforward current. The feedback current may be changed based on the operation interval.

Further, the method of detecting the responsiveness level is not limited to the above embodiment. The control of the timer is not limited to the above embodiment. For example, as shown in FIG. 17, the timer counter CT may be changed between a threshold value B and a threshold value C. Timer counter CT
Is reset to a value corresponding to the threshold value B when the pressure-increasing linear valve 110 is switched from the closed state to the open state, or when it reaches the threshold value C.
In S15 of the flowchart of FIG. 8, the count value of the timer counter CT is reset to a value corresponding to the threshold value B.

If the difference between the hydraulic pressure of the brake cylinder when the threshold value B is reached and the hydraulic pressure of the brake cylinder when the threshold value C is reached is equal to or less than the set value, the hunting level decreases by one. (The control delay level is increased by 1). In the flowchart of FIG. 16, when the count value of the timer counter CT substantially corresponds to the threshold value B, the brake cylinder fluid pressure is detected in S131.
At 33, the brake cylinder fluid pressure is detected. Then, in S134, it is determined whether or not the absolute values of these change amounts are equal to or smaller than a set value. If the change amounts are equal to or smaller than the set value, the hunting level CH is decreased by one.

As described above, in the present embodiment, when the absolute value of the amount of change in the fluid pressure within the set time is equal to or smaller than the set value, it is determined that there is a control delay tendency. The control delay is detected based on the difference between the hydraulic pressure when the timer reaches the threshold value B and the hydraulic pressure when the timer reaches the threshold value C. As a result, the control delay level can be accurately detected. Further, based on the hunting level, the adaptive current is determined according to FIG. 12, and the feedforward current and the like are corrected. Note that the responsiveness level can be detected by combining the embodiment shown in FIG. 11 and the embodiment shown in FIG.

Further, as shown in FIG. 19, the hunting level has a deviation e which is a value obtained by subtracting the actual hydraulic pressure from the required hydraulic pressure.
rr can also be detected. In the present embodiment, the hunting level is decreased by 1 when the variation of the deviation E between the case where the elapsed time reaches the threshold value B and the case where the elapsed time reaches the threshold value C is equal to or less than a set amount (control The delay level is increased by one). In the above embodiment, the control delay is determined when the change in hydraulic pressure is small, and the difference from the target value may not be small even when the actual change in hydraulic pressure is large. On the other hand, in the present embodiment, the control delay tendency is determined when the change amount of the deviation within the set time is equal to or less than the set amount. Can be accurately detected. In addition,
The responsiveness level can be detected based on both the change state of the deviation and the change state of the actual hydraulic pressure. For example, when the deviation is equal to or greater than the set value and the actual amount of change in the hydraulic pressure is small, it can be determined that the control is delayed.

The feedback control section 222 may perform not only P control but also PID control, PI control, PD control and the like. Further, the table in FIG. 12 is an example, and is not limited to the table in the above embodiment. Also,
The range of the dead zone of the hunting level is not limited to the range in the above embodiment, and can be set as appropriate. Furthermore, it is not essential to set a dead zone.

The hydraulic control device of the present invention can be mounted on a four-wheel drive hybrid vehicle shown in FIG. In the vehicle shown in FIG. 20, drive source 300 includes an internal combustion drive device 302 and a regenerative braking device 304 that is also an electric drive device. The internal combustion driving device 302 includes the engine 1
2 and an engine ECU 40, and an electric drive device 30
Reference numeral 4 denotes two electric motors 306 and 308, inverters 310 and 312 as power converters, and a power storage device 314.
It includes a motor ECU 316, a drive switching device 320, and the like. At least one of the output torque of the engine 12 and the output torque of the front electric motor 306 is transmitted to the front wheels 24, and the output torque of the rear electric motor 308 is transmitted to the rear wheels 68.

A drive switching device 320 is provided between the electric motor 306 and the engine 12 on the front wheel side.
6. The drive switching device 320 includes an output shaft 322
, The output torque from the engine 12, the output torque from the electric motor 306, or both output torques. The drive switching device 320 can include, for example, a planetary gear device, or include a planetary gear device and a clutch. Inverter 3 is provided between electric motor 306 and power storage device 314.
Since the electric storage device 10 is provided, the inverter 310 controls the electric motor 306 to be rotated and supplied with electric energy from the electric storage device 314, and the electric storage device 3 functions as a generator by regenerative braking.
14 is switched between a charging state in which electric energy is charged and a no-load state in which free rotation is allowed. Inverter 3
10 controls the electric motor 306 based on a command from the motor ECU 316.

On the rear wheel 68 side, an output shaft 332 of the electric motor 308 is connected to a drive shaft 336 via a differential gear 334. On the rear wheel 68,
The output torque of the electric motor 308 is transmitted.
The electric motor 308 is switched between a rotational driving state, a charging state, and a no-load state under the control of the inverter 312 between the electric motor 308 and the power storage device 314. In the present embodiment, the front wheel-side electric motor 306 and the rear wheel-side electric motor 308 can be controlled separately. Therefore, the regenerative braking torque applied to the front wheel 24 and the rear wheel 68 can be separately controlled. Further, similarly to the above embodiment, the brake ECU 150 and the hybrid E
Information communication is performed between the CU 330 and the motor ECU 316.

The front wheel 24 and the rear wheel 68 are applied with both regenerative braking torque and hydraulic braking torque as friction braking torque. The hydraulic braking torque is applied to the hydraulic braking device 3
It is controlled by the control of the hydraulic control actuator 348 of 46. The hydraulic braking device 346 in FIG. 21 includes the hydraulic control actuator 348, the master cylinder 350, and the like. The master cylinders 350 are arranged in series with each other.
The pressure chambers 352 and 354 are provided in front of the two pressure pistons including two pressure pistons. Pressurizing chambers 352, 354
The hydraulic pressure is generated by operating the brake pedal 92. The brake cylinder 74 of the left front wheel 24 is connected to the pressurizing chamber 352 via a liquid passage 360, and the pressurizing chamber 3
The brake cylinder 78 of the left rear wheel 68 is connected to 54 via a liquid passage 362. Master shutoff valves 364 and 366 are provided in liquid passages 360 and 362, respectively. Also, two brake cylinders 74 for the left and right front wheels
Are connected by a communication passage 370, and the two brake cylinders 78 of the left and right rear wheels are connected by a communication passage 372. The communication passages 370 and 372 are provided with communication control valves 374 and 375, respectively. Master shutoff valve 364
Reference numeral 366 denotes a normally-open valve which is in an open state while no current is supplied to the coil.
4 and the brake cylinder 74 for the left front wheel and the brake cylinder 78 for the left rear wheel. When the regenerative cooperative control is performed, the brake cylinder 6 is closed.
8, 78 are shut off from the pressurizing chambers 352, 354.

Further, the hydraulic control actuator 348 is
Pump device 380 as a power type hydraulic pressure source, and linear valve devices 382, 38 provided for each brake cylinder
4 inclusive. The pump device 380 includes a pump 386, a pump motor 388 for driving the pump 386, and a pump 38.
Accumulator 39 for storing hydraulic fluid discharged from 6
0, including an accumulator pressure sensor 392 for detecting the hydraulic pressure of the working fluid stored in the accumulator 390. Pump motor 388 is controlled such that the hydraulic fluid stored in accumulator 390 is kept within a set range. When the hydraulic pressure of the hydraulic fluid discharged from the pump 386 becomes excessive, the hydraulic fluid is returned to the low pressure side via the relief valve 394.

The linear valve device 382 includes a power type hydraulic pressure source 380, the front wheel side brake cylinder 74, and the reservoir 39.
The linear valve device 384 is provided between the power type hydraulic pressure source 380, the brake cylinder 78 on the rear wheel side, and the reservoir 396. Linear valve device 38
Reference numerals 2 and 384 include a pressure increasing linear valve 400 and a pressure reducing linear valve 402, respectively, as shown in FIG. The pressure-increasing linear valve 400 is
Fluid passage 4 connecting brake cylinder 74 and brake cylinders 74 and 78
10, and the pressure-reducing linear valve 402 is provided in a liquid passage 412 that connects the brake cylinders 74 and 78 and the reservoir 396. The pressure-increasing linear valve 400 and the pressure-reducing linear valve 402 have the same structure as the pressure-increasing linear valve and the pressure-reducing linear valve in the above embodiment.

In this embodiment, the brake cylinder pressure sensor 42 for detecting the hydraulic pressure of the brake cylinder is used.
0 is provided for each brake cylinder, and an output hydraulic pressure sensor 422 is provided between the power type hydraulic pressure source 380 of the hydraulic passage 410 and the linear valve devices 382, 384. Hydraulic pressure detected by output hydraulic pressure sensor 422 and accumulator pressure sensor 3
The pressure difference between the output hydraulic pressure sensor 4 and the detected hydraulic pressure by the output hydraulic pressure sensor 4 is different from the detected hydraulic pressure by the pressure loss in the liquid passage 410 between them.
22 and brake cylinder pressure sensor 420
From the detected hydraulic pressure. The control accuracy of the pressure-increasing linear valve 400 can be improved as compared with the case where the hydraulic pressure detected by the accumulator pressure sensor 392 is used. The pressure difference before and after the pressure-reducing linear valve 402 becomes the same as the brake cylinder pressure, so that the pressure difference is detected by the brake cylinder pressure sensor 420. Further, the operation stroke of the brake pedal 92 is determined by the stroke sensor 424.
And the hydraulic pressure in the pressurizing chambers 352 and 354 is detected by the master pressure sensors 426 and 428.

The pressure-increasing linear valve 400 and the pressure-reducing linear valve 402 are controlled in the same manner as in the above embodiment. In the present embodiment, the magnitude of the regenerative braking torque applied between the front wheel side and the rear wheel side may be different,
In that case, a linear valve device 382 provided for the front wheels and a linear valve device 384 provided for the rear wheels
In this case, different control may be performed, but also in this case, the required braking torque intended by the driver is applied.

The brake fluid pressure control device in each of the above embodiments is not limited to the regenerative cooperative control. For example, the brake fluid pressure is controlled so that a braking force corresponding to a required braking force intended by the driver is obtained. The present invention can also be applied to a device in which braking effect control or the like is performed. The present invention can also be applied to a vehicle braking system that does not include a regenerative braking device.
In this case, for example, the brake fluid pressure corresponding to the required total braking torque can be directly used as the required fluid pressure. Further, the present invention can be applied to an electric vehicle having no internal combustion drive device. Further, the hydraulic braking device included in the vehicle braking system is not limited to that in the above embodiment. For example, in the hydraulic braking device 70 of FIG. 2, a master cylinder with a hydro booster and a master cylinder can be used, and in the hydraulic braking device 346 of FIG. 21, the master cylinder can be a master cylinder with a hydro booster. Also,
An operating force sensor for detecting the operating force applied to the brake pedal 92 may be provided so that the required total braking torque Bref is determined based on a value detected by the operating force sensor. In addition, the present invention is carried out in the modes described in the section [Problems to be Solved by the Invention, Problem Solving Means and Effects], and in modes in which various changes and improvements are made based on the knowledge of those skilled in the art. be able to.

[Brief description of the drawings]

FIG. 1 is a schematic diagram of an entire vehicle braking system including a brake fluid pressure control device as a fluid pressure control device according to an embodiment of the present invention.

FIG. 2 is a circuit diagram of a hydraulic braking device of the vehicle braking system.

FIG. 3 is a sectional view of a linear valve device included in the hydraulic braking device.

FIG. 4 is a block diagram conceptually showing an outline of control in a brake ECU of the vehicle braking system.

FIG. 5 is a map showing a valve opening voltage determination table stored in a ROM of the brake ECU.

FIG. 6 is a flowchart showing a linear valve device control program stored in a ROM of the brake ECU.

FIG. 7 is a flowchart showing a hunting level detection program stored in a ROM of the brake ECU.

FIG. 8 is a flowchart showing a timer control program stored in a ROM of the brake ECU.

FIG. 9 is a flowchart showing an adaptive current determination program stored in a ROM of the brake ECU.

FIG. 10 is a flowchart showing a map correction program stored in a ROM of the brake ECU.

FIG. 11 is a diagram showing a state in which hunting levels are counted in accordance with the execution of the hunting level detection program.

FIG. 12 is a diagram conceptually showing a state in which an adaptive current is determined according to execution of the adaptive current determination program.

FIG. 13 is a diagram conceptually showing a state in which a table is modified according to the execution of the map modification program.

FIG. 14 is a RO of a brake ECU of a brake fluid pressure control device as a fluid pressure control device according to another embodiment of the present invention.
FIG. 7 is a diagram illustrating a state in which a hunting level is detected according to execution of a hunting level detection program stored in M.

FIG. 15 is a brake ECU of a brake fluid pressure control device as a fluid pressure control device according to still another embodiment of the present invention.
4 is a flowchart showing a feedback control gain changing program stored in a ROM of FIG.

FIG. 16 shows an RO of a brake ECU of a brake fluid pressure control device as a fluid pressure control device according to another embodiment of the present invention.
5 is a flowchart illustrating a control delay level detection program stored in M.

FIG. 17 is a diagram conceptually showing a state in which a hunting level is detected according to execution of the control delay level detection program.

FIG. 18 is a RO of a brake ECU of a brake fluid pressure control device as a fluid pressure control device according to another embodiment of the present invention.
5 is a flowchart illustrating a control delay level detection program stored in M.

FIG. 19 is a diagram conceptually showing a state in which a hunting level is detected according to execution of the control delay level detection program.

FIG. 20 is a schematic view of an entire vehicle braking system including a brake fluid pressure control device as a fluid pressure control device according to another embodiment of the present invention.

FIG. 21 is a circuit diagram of a hydraulic braking device of the vehicle braking system.

FIG. 22 is a sectional view of a linear valve device included in the hydraulic braking device.

[Explanation of symbols]

 20, 304 Regenerative braking device 70, 346 Hydraulic braking device 72, 348 Hydraulic pressure control actuator 109, 382, 384 Linear valve device 110, 400 Pressure increasing linear valve 111, 402 Pressure reducing linear valve 150 Brake ECU

[Procedure amendment]

[Submission date] June 3, 2002 (2002.6.3)

[Procedure amendment 1]

[Document name to be amended] Statement

[Correction target item name] Full text

[Correction method] Change

[Correction contents]

[Document Name] Statement

Patent application title: Hydraulic pressure control device and brake hydraulic pressure control device

[Claims]

7. The method according to claim 7, wherein the detecting device comprises the at least one power supply.
The state of operation and non-operation of the magnetic control valve within a predetermined time
The number of times of switching to the operating state is a value based on the operating interval.
A current detecting unit for detecting the current.
The supply current based on the number of switchings detected by the
Means for changing the size from the size according to the rule.
3. The brake fluid pressure control device according to 2.

Point wherein said detection unit, which supplies current to the at least one electromagnetic control valve, reaches the operation start current
The working interval based on the interval between and the value based on the working interval
Claim 5 or in order to detect one of the
Brake fluid pressure control apparatus according to 6.

Wherein said current changing section, and the working distance (i)
And (ii) a change state of a difference between a target value of the hydraulic pressure of the brake cylinder and an actual hydraulic pressure when at least one of the electromagnetic control valves is in an operating state. And the actual hydraulic pressure of the brake cylinder
One of the changing state of the claims 2 to 9 including means for changing the supply current based on at least one 1
4. The brake fluid pressure control device according to any one of claims 1 to 3.

Wherein said current changing portion, the supply current according to the rules, working distance and work detected by the detecting device
The brake fluid pressure control device according to any one of claims 2 to 10 , further comprising means for applying an adaptive current determined based on one of the value based on the moving interval .

12. The current control device, wherein when the change trend of the target value of the brake cylinder fluid pressure is larger than the set trend, the target fluid to determine the supply current based on the target value of the hydraulic pressure of the brake cylinder The brake fluid pressure control device according to any one of claims 2 to 11 , further comprising a pressure-dependent current determination unit.

Wherein said current control device, a feed-forward current, and the feedforward current determining unit for determining on the basis of the target value of the hydraulic pressure of the brake cylinder, the feedback current, the target value of the hydraulic pressure of the brake cylinder And a feedback current determining unit that determines the supply current to the electromagnetic control valve based on the feedforward current and the feedback current. The current changing unit sets the operation interval and the operation interval detected by the detection device.
And the feedforward current correction unit that corrects the feedforward current based on one of the basis value, even if the feed-forward current is corrected by the feedforward current correction unit, the operation and the working distance
The brake fluid pressure control device according to any one of claims 2 to 12 , further comprising: a feedback current correction unit that corrects the feedback current when the direction of any one of the change based on the interval does not change. .

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a hydraulic pressure control device and a brake hydraulic pressure control device.

[0002]

2. Description of the Related Art JP-A-10-338113 discloses that
(1) one or more electromagnetic control valves that switch from an inactive state to an active state when the supply current reaches the operation start current, and (2) control the supply current to the electromagnetic control valves according to a predetermined rule. And a current control device for controlling a hydraulic pressure of a brake cylinder of a brake operated by hydraulic pressure, wherein the current control device includes one or more of the one or more electromagnetic control valves. Describes a brake fluid pressure control device that includes a current changing unit that changes a supply current based on at least one of the number of times of operation and an operation time from a value according to the rule. If the number of actuations of the electromagnetic control valve increases or the operation time increases, for example, the degree of settling of the spring of the electromagnetic control valve advances, so that the current required to switch from the non-operating state to the operating state decreases. Become. Therefore, when the number of times of operation is large, the supply current is changed so as to be smaller than the size according to the rules as compared with the case where the number of times of operation is small. Pressure control accuracy can be improved.

[0003]

SUMMARY OF THE INVENTION An object of the present invention is to control a supply current based on an actual operation state of an electromagnetic control valve. The above object is attained by providing a brake fluid pressure control device having the following configurations. Each aspect is similar to the claims.
The section is divided into sections, and each section is numbered, and if necessary, the number of the other section is cited. This is merely for the purpose of facilitating the understanding of the technology described in this specification, and the technical features and their combinations described in this specification should not be construed as being limited to the following sections. Absent. In addition, when a plurality of items are described in one section, it is not always necessary to adopt all items together, and it is also possible to take out and adopt only some items.

[0004] Of the following aspects, (2) corresponds to claim 2, and (3) to (8) correspond to claims 3 to 8, respectively.
In response, the part of subsection (11) subordinate to subsections (9) and (10) was contracted.
Claim 13 corresponds to claim 9 and claims 13 to 15 respectively correspond to claim 10
~ 12. Claim (19) corresponds to claim 13, (24)
The terms correspond to claim 1 respectively.

(1) One or more electromagnetic control valves that switch from a non-operating state to an operating state when the supply current reaches the operation start current, and control the supply current to the electromagnetic control valves according to a predetermined rule. And a current control device for controlling the hydraulic pressure of a brake cylinder of the brake operated by the hydraulic pressure. In the brake fluid pressure control device described in this section, the fluid pressure of the brake cylinder is controlled by controlling the electromagnetic control valve. When the supply current reaches the operation start current, the electromagnetic control valve is switched from the non-operation state to the operation state. The operating state is a state in which the original function of the electromagnetic control valve can be generated, and is a state in which current is supplied. When the operating state is open and the non-operating state corresponds to the closed state (when the valve is normally closed), and when the operating state is closed and the non-operating state corresponds to the open state (when the valve is normally open). There is. For example, the electromagnetic control valve is changed from the closed state to the open state when a current equal to or more than the operation start current is supplied. May be a controllable electromagnetic linear valve or an uncontrollable electromagnetic on-off valve.
Further, the seating valve may be a spool valve. The supply current to the electromagnetic control valve is controlled according to a predetermined rule. For example, a table and a control gain based on the operation characteristics of the electromagnetic control valve are predetermined,
In accordance therewith, a rule can be set in which the hydraulic pressure of the brake cylinder is controlled so as to approach the target value.

[0006] (2) The current control device is configured to operate at least one of the one or more electromagnetic control valves at an operation interval and an operation interval.
A detection device for detecting one of the value based on the interval,
The operation interval and operation detected by the operation interval detection device
The brake fluid pressure control device according to the above mode (1), further comprising a current changing unit that changes the supply current from a magnitude according to the rule based on one of a value based on a moving interval . In the brake fluid pressure control device according to this mode, the supply current is changed based on at least one operation interval of the electromagnetic control valve. The supply current may be changed by changing the rule itself, or may be changed by correcting from a value determined according to the rule. The state in which the operation interval of the electromagnetic control valve is short is a state in which the electromagnetic control valve is frequently switched between an operating state and a non-operating state. Therefore, for example, if the supply current when switching from the closed state to the open state is made smaller than when the operation interval is short, the frequency of switching between the operation state and the non-operation state can be reduced. As described above, since the supply current is changed based on the operation interval of the electromagnetic control valve, the operating characteristics of the actual electromagnetic control valve can be obtained without considering the operation time and the number of times of operation and the operating environment. Current that is suitable for

The operation interval is a switching interval between the operation state and the non-operation state of the electromagnetic control valve, and is switched from the non-operation state to the operation state (or from the operation state to the non-operation state) and then from the non-operation state. It is a value representing an interval or the like until switching to the operation state (or from the operation state to the non-operation state). The operating interval can be directly represented by the time between them. The value based on the operation interval is data that indicates that the operation interval is short or long, data that indicates that the operation interval is short or long, data that indicates that the operation interval is short, or the degree that the operation interval is short or long Value. For example, it can be represented by the number of times of switching (operation frequency) of the electromagnetic control valve within a predetermined time, or by the number of times that the operation interval time is determined to be shorter or longer than the set time. In the brake fluid pressure control device described in this section, it is not necessary to change the current in both the case where the operation interval is short and the case where the operation interval is long. If not, it is not necessary to change it when it is long and not to change it when it is short. The operating interval and the value based on the operating interval
The detection is detected by the detection unit based on an operation interval time of at least one of the one or more electromagnetic control valves. For example, when two electromagnetic control valves are included, even if the detection is performed based on the operation interval of one of the electromagnetic control valves, the detection is performed based on the operation interval of the two electromagnetic control valves. You may make it. The switching of the electromagnetic control valve from the non-operating state to the operating state can be directly detected by detecting the stroke of the valve element, or can be detected based on the control state of the current supplied to the electromagnetic control valve. It can be detected based on a change state of the hydraulic pressure on at least one side of the control valve. (3) the detecting device is the at least one electromagnetic control valve;
The interval between the switching between the active and inactive states of the
A current detecting unit for detecting a current interval;
The supply current based on the switching time interval.
As described in paragraph (2), including means for changing from a size that complies with the rules
Brake fluid pressure control device. (4) the detection device is the at least one electromagnetic control valve;
After switching from the non-operating state to the operating state,
The interval before switching from active to inactive
The detecting unit detects the current as the operation interval;
From the time of switching from the non-operating state to the operating state.
Interval from the time when the next operation state switches to the non-operation state
The supply current from the magnitude according to the rule based on
Means for controlling the brake fluid pressure according to item (2).
Place. (5) the detection device is the at least one electromagnetic control valve;
Is switched from the non-operating state to the operating state,
Set the interval before switching from the operating state to the operating state.
The detecting unit detects the current as the operation interval;
Are switched from the non-operating state to the operating state.
The supply current based on the spacing of
Brake fluid pressure control described in paragraph (2), including means for changing from
Control device. (6) the detection device is the at least one electromagnetic control valve;
Is switched from the non-operating state to the operating state,
Set the interval before switching from the operating state to the operating state.
The number of times shorter than the fixed time is a value based on the operation interval
A detecting section for detecting the current, and the current changing section includes the detecting section.
The supply current based on the number of times detected by the outlet.
(2) including means for changing the size from the size according to the above rules
3. The brake fluid pressure control device according to item 1. (7) the detection device is the at least one electromagnetic control valve;
State and non-operation state within a predetermined period of time
Is detected as a value based on the operation interval.
A current change unit, wherein the current change unit
The supply current is regulated based on the detected number of switching.
Includes means to change from the size according to the rules
Brake fluid pressure control device. (8) The detecting unit detects an interval between the time when the supply current to the at least one electromagnetic control valve reaches the operation start current.
Either the operation interval based on the value or the value based on the operation interval
The brake fluid pressure control device according to any one of claims (5) and (6) , which detects one of them . In the brake fluid pressure control device described in this section, the value based on the operation interval is detected based on the current supply state to the electromagnetic control valve. If a current equal to or more than the operation start current is supplied to the electromagnetic control valve, the electromagnetic control valve should be switched to the operating state, and can be detected earlier than when detecting based on the change state of the hydraulic pressure or the like. As will be described later, the operation interval may be detected based on the interval at which the stepwise increasing amount of current is supplied. Depending on the electromagnetic control valve, it may be switched to the operating state when the stepwise increase is supplied. Moreover, even without being switched to the operating state when the stepwise increase the amount of current is supplied, it may be switched to the operating state when it reaches the operation start current by gradually increasing the supply current. In any case, the step increase is
Since the current is supplied to switch to the operation state, the operation interval is set based on the interval at which the stepwise increasing amount of current is supplied.
One of the values based on the operation interval can be detected.

[0008] (9) the current control device, said supply current when switching to the operating state from the non-operating state of the electromagnetic control valve, according to the predetermined rule, after stepwise increase, the The hydraulic pressure difference before and after the solenoid control valve
The brake fluid pressure control device according to any one of the above modes (1) to (8), wherein the brake fluid pressure control system gradually increases as the size becomes smaller . In the brake fluid pressure control device according to the above mode, the supply current when the electromagnetic control valve is switched from the non-operation state to the operation state is increased stepwise, and then gradually increased. The supply current reaches the operation start current earlier than when the supply current is gradually increased from 0, and the electromagnetic control valve can be switched to the operation state earlier. (10) The current changing section detects the current by the detecting device.
One of the operating interval and a value based on the operating interval.
Based towards, the amount of stepwise increase of the supply current,
Change at least one of the above-mentioned increasing gradient
The brake fluid pressure control device according to the above mode (9). If at least one of the step increase and the gradient is changed, the time from when the current supply is started to when the current reaches the operation start current is changed, whereby the electromagnetic control valve is actually switched to the operation state. Can be changed at different times.
Whether the switching timing is the operation interval or a value based on the operation interval
It can be changed based on either of them, and can be switched to the operating state at a time suitable for control. If the stepwise increase amount or the gradient is reduced, the timing of switching to the operating state is delayed, and the responsiveness is reduced. If the stepwise increase amount or the gradient is increased, the timing of switching to the operating state becomes earlier, and the response becomes more sensitive. Note that at least one of the stepwise increase amount and the gradient may be changed each time, or the rule itself may be changed.

(11) The electromagnetic control valve applies (a) a valve seat, a valve element which can be moved toward and away from the valve seat, and an urging force in a direction in which the valve element is seated on the valve seat. a seating valve including a spring, (b) comprises a coil, an electromagnetic driving force corresponding to the current supplied to the coils, viewed contains a solenoid to apply in a direction to separate the valve element from the valve seat, the front and rear hydraulic
Direction in which the differential pressure acting force according to the difference separates the valve from the valve seat
In which provided in a state applied to the (1) to claim
( 10 ) The brake fluid pressure control device according to any one of the above ( 10 ).
The electromagnetic control valve described in this section is a normally closed valve, and is switched to an open state by supplying a current equal to or more than the operation start current.
The non-operating state corresponds to the closed state, and the operating state corresponds to the open state. To the electromagnetic control valve, a biasing force of a spring, an electromagnetic driving force, and a differential pressure acting force corresponding to a differential pressure between front and rear are applied, and a relative position of the valve element with respect to the valve seat is determined by a relationship between these forces. Assuming that the biasing force of the spring is substantially constant, the pressure difference before and after can be controlled by controlling the electromagnetic driving force. The electromagnetic control valve can be provided between the brake cylinder and the hydraulic pressure generator or between the brake cylinder and the low pressure source. The hydraulic pressure generating device includes, for example, a power type hydraulic pressure source such as a pump device that generates hydraulic pressure by supplying power, but also includes a master cylinder that generates hydraulic pressure by operating force of a driver. It may be. An electromagnetic control valve provided between the hydraulic pressure generating device and the low pressure source may be referred to as a pressure increasing control valve.

[0010] (12) The current changing unit is connected to the detecting device.
Therefore, the detected operation interval and a value based on the operation interval
The supply current is changed when any one of them is out of the predetermined setting range.
The brake fluid pressure control device according to any one of the above items 1). In the brake fluid pressure control device described in this section, the supply current is not changed when the operation interval is within the set range. A dead zone is provided in the operating interval, so that the current can be changed if necessary. (13)
The current changing unit is detected by (i) the detection device.
And the either one <br/> of the working distance and is based on the working distance value, (ii) the at least one electromagnetic control valve is in fact a target value of the hydraulic pressure of the brake cylinder when in an actuated state Means for correcting the supply current based on at least one of a change state of a difference from a hydraulic pressure and a change state of an actual hydraulic pressure of the brake cylinder.
The brake fluid pressure control device according to any one of the above items 2). In the brake fluid pressure control device described in this section, the operation interval
And a value based on the operation interval, and the supply current is changed based on at least one of the hydraulic pressure deviation and the change state of the hydraulic pressure. The operating interval and the value based on the operating interval
The supply current can be corrected to an appropriate magnitude as compared with the case based on only one of the shifts . For example, based on the hydraulic pressure deviation, the deviation from the target value, that is, the degree of control delay can be detected, and the hydraulic pressure of the brake cylinder can quickly approach the target value. Further, based on the actual state of change of the hydraulic pressure, the actual operation interval of the electromagnetic control valve can be accurately detected.

(14) The current changing section includes means for adding an adaptive current determined based on one of the operation interval detected by the detection device and a value based on the operation interval to the supply current according to the rule. The brake fluid pressure control apparatus according to any one of the above modes (2) to (13). In the brake fluid pressure control apparatus according to the above, working distance and work
The adaptive current is determined based on one of the values based on the moving interval, and the current according to the rule is changed by the adaptive current. The adaptation current is the amount by which the supply current is changed and can be referred to as the change current. The adaptation current may be a positive value or a negative value. If the value is a positive value, the supply current is increased, and if the value is a negative value, the supply current is decreased. The adaptation current is defined as an operation interval and a value based on the operation interval.
The determination may be made in consideration of not only one of the deviations but also a hydraulic pressure deviation, a hydraulic pressure change state, and the like. For example, a working distance
The adaptive current can be set to a negative value when one of the values based on the operation interval is shorter than the reference value, and set to a positive value when one of the values is longer than the reference value. Further, the absolute value can be increased as the distance from the reference value increases.

The adaptation current can be determined so that, for example, the sum of the stepwise increase amount and the adaptation current becomes the operation start current. For example, when the electromagnetic control valve has the above-described structure, the stepwise increase amount is determined by the biasing force of the spring, the differential pressure between the front and rear, and the like, and thus can be predetermined. However, the operation start current varies depending on the dispersion of the operation characteristics of the electromagnetic control valves, the operation environment at that time, and the like, and the stepwise increase amount is too small or too large to be switched to the operation state. Too late or too early. Therefore, if the adaptation current is determined so that the current obtained by adding the adaptation current to the stepwise increase amount becomes the operation start current, the same operation is always performed even if the operation characteristics and the operation environment of the electromagnetic control valve are different. It is possible to switch the electromagnetic control valve to the operating state at appropriate times. The operation start current can be referred to as a valve opening current and a valve closing current.

(15) The current control device determines a supply current based on the target value of the hydraulic pressure of the brake cylinder when a change tendency of the target value of the hydraulic pressure of the brake cylinder is larger than a set tendency. Includes hydraulic pressure-dependent current determination unit
The brake fluid pressure control device according to any one of the above modes (1) to ( 14 ). If the change tendency of the target value of the brake cylinder fluid pressure is larger than the set tendency, the operation interval and the operation interval
The supply current is determined based on the target value of the hydraulic pressure without changing the supply current based on any one of the values based on the reference value . If the change tendency of the target value is larger than the set tendency, it is desirable to control the supply current according to the value intended by the driver. When the change tendency of the target value is larger than the set tendency, the absolute value of the change amount of the target value is larger than the set amount, the absolute value of the change gradient of the target value is larger than the set slope, A state where the absolute value is larger than the set gradient corresponds to the state. The present invention may be applied to both the case where the target value increases and the case where the target value decreases, or may be applied to only one of the cases. When the above-described rule for determining the supply current is determined based on the target value of the hydraulic pressure, the target hydraulic pressure-corresponding current determination unit determines the supply current according to the normal rule. According to the target hydraulic pressure-corresponding current determining unit, normal control is performed in which a change based on any one of the operation interval and the value based on the operation interval is not performed. On the other hand, when the change tendency of the target value is larger than the set tendency, another control for quickly approaching the target value may be performed without following the above-described rule.

(16) The current control device determines a feedforward current based on a target value of the hydraulic pressure of the brake cylinder, and a feedforward current determining unit that determines the feedforward current by the one or more electromagnetic waves. Detected by the detection device of at least one of the control valves
It has been either one and a current changing unit that changes based on <br/> (1) the brake fluid pressure control apparatus according to claim actuation interval and the value based on the working distance. In the brake fluid pressure control device described in this section, any of the technical features of the above paragraphs (2) to ( 15 ) can be adopted. (17) The current control device determines a feedforward current based on a target value of the hydraulic pressure of the brake cylinder, and a feedforward current determining unit. A feedback current determining unit that determines based on the deviation from the hydraulic pressure, a feed-forward current, and a current determining unit that determines a supply current to the electromagnetic control valve based on the feedback current (1). 20. The brake fluid pressure control device according to any one of items ( 16 ) to ( 16 ). In the brake fluid pressure control device described in this section, a current determined based on both the feedforward current and the feedback current is supplied. (18) The current control device is based on an operation interval and an operation interval of at least one of the one or more electromagnetic control valves.
And a detecting device for detecting one of the values.
The operation interval detected by the device and the value based on the operation interval
A current changing unit that changes the supply current from the magnitude according to the rule, based on any one of the above, wherein the current changing unit detects the operation interval detected by the detection device.
The brake fluid pressure control device according to claim 17 , further comprising a current correction unit configured to correct at least one of the feedforward current and the feedback current based on one of the following and a value based on an operation interval . In the brake fluid pressure control device described in this section, at least one of the feedforward current and the feedback current is corrected. When both the feedback current and the feedforward current are corrected, they may be corrected in parallel or alternatively. However, in any case, it is desirable that both the feedback current and the feedforward current have appropriate magnitudes. Further, correction may be performed according to a predetermined pattern, or correction may be performed each time the actual hydraulic pressure approaches the target value.

(19) The current control device is configured to operate at least one of the one or more electromagnetic control valves in an operation interval and an operation interval.
Detector that detects either one of the values based on the interval
And the operation interval and the operation interval detected by the detection device.
And a current changing unit that changes the supply current from the magnitude according to the rule based on one of the values based on the distance.
Between the operating interval detected and the value based on the operating interval.
A feedforward current correction unit that corrects the feedforward current based on one of the shifts , and (b) even if the feedforward current is corrected by the feedforward current correction unit , based on the operation interval and the operation interval.
If the direction of one of the values does not change,
The brake fluid pressure control device according to the mode ( 17) or ( 18 ), including a feedback current correction unit configured to correct the feedback current. In the brake fluid pressure control device described in this section, even if the feedforward current is corrected, the feedback current is corrected when the direction of change in the operation interval does not change. For example, in a case where the operation interval changes in a direction in which the operation interval increases, the feedback current is corrected so as to increase if the operation interval continues to increase even if the feedforward current is increased. Both the feedforward current and the feedback current can be corrected to appropriate magnitudes.

In the brake fluid pressure control device described in this section, the feedforward current is corrected with priority.
This is because, when the response is made faster or slower, the effect is more quickly obtained by correcting the feedforward current. On the other hand, if the feedback current is corrected when the effect is not sufficient or almost non-existent due to the change in the feedforward current, a sufficient effect can be obtained quickly. Further, the feedback current can be corrected when the correction amount becomes equal to or larger than the set amount, as described in the next section, without determining whether the effect is sufficient. When the correction amount is equal to or more than the set amount, it can be considered that the effect is not sufficient.

(20) The current changing unit is connected to the detection device.
Therefore, the detected operation interval and a value based on the operation interval
A feedforward current correction unit that corrects the feedforward current based on any one of the above, and when the absolute value of the correction value of the feedforward current by the feedforward current correction unit is equal to or greater than a predetermined set value. ( 18 ) The brake fluid pressure control device according to the above mode ( 18 ) or ( 19 ), further comprising: a feedback current correction section for correcting the feedback current. In the brake fluid pressure control device described in this section, the feedback current is corrected when the absolute value of the correction value of the feedforward current becomes equal to or greater than a set value. Rather than increasing only the correction value of the feedforward current, the operation interval can be set to an appropriate interval more quickly by correcting both the feedback current and the feedback current. Further, an upper limit value or a lower limit value can be provided for the correction amount of the feedforward current. In this way, it is possible to prevent the absolute value of the correction amount from becoming excessive. Note that, in the brake fluid pressure control device described in this section, it is not limited to the case where the absolute amount of the correction value is equal to or more than the set amount, and is not limited to the case where the ratio of the correction value to the feedforward current is equal to or more than the set ratio. Can be similarly applied. Further, in any of the brake fluid pressure control devices according to the present and the preceding paragraphs, when the feedback current is corrected, even when the feedforward current is corrected in parallel, the correction at the time when the feedback current is corrected is performed. The value may be left as it is.

(21) The current control device is one or more of the one or more
Interval and activation of at least one of the electromagnetic control valves
A detection device that detects either one of the values based on the interval
And (a) at least one of the at least one of the one or more electromagnetic control valves detected by the detection device and a value based on the operation interval, and (b) The supply current based on at least one of a change state of an actual hydraulic pressure of the brake cylinder and (c) a change state of a deviation between a target value of the hydraulic pressure of the brake cylinder and an actual hydraulic pressure. The brake fluid pressure control device according to the above mode (1), further including a current changing unit that changes the size according to the rule. The supply current can be changed based on one of (a) to (c), but if it is changed based on two or more, it can be changed to a more appropriate magnitude. The technical features described in any of the above modes (1) to ( 20 ) can be adopted in the brake fluid pressure control device described in this mode.

(22) The current control device comprises: (a) an operation interval of at least one of the one or more electromagnetic control valves; (b) an actual fluid pressure change state of the brake cylinder; c) a responsiveness level detecting unit that detects a responsiveness level of the electromagnetic control valve based on at least one of a change state of a deviation between a target value of the hydraulic pressure of the brake cylinder and an actual hydraulic pressure; The brake fluid pressure control device according to item (1), further including: a current changing unit that changes the supply current based on the responsiveness level detected by the responsiveness level detecting unit. The responsiveness level is the degree of responsiveness of the electromagnetic control valve, and when switching from the closed state to the open state, if the time from the start of current supply to switching to the open state is short, the responsiveness level is reduced. It is assumed that the response level is high and the responsiveness level is low when the time from the start of current supply to the switching to the open state is long. If the responsiveness level is high,
The amount of change in the deviation between the actual hydraulic pressure of the brake cylinder and the target value increases, or the frequency of change increases. The operation interval of the electromagnetic control valve is shortened, and the frequency of change in hydraulic pressure is increased. The target value of the hydraulic pressure can be acquired, for example, based on the operation state of the brake operation member, and the operation interval of the electromagnetic control valve is detected, for example, based on the control state of the current supplied to the electromagnetic control valve. Can be. As described above, the responsiveness level can be detected based on one of (a) to (c), but can be more accurately detected based on two or more.

When the responsiveness level is high, it can be estimated that there is a hunting tendency, and the stronger the hunting tendency, the higher the possibility that hunting will occur. When the responsiveness level is low, it can be determined that there is a tendency for control to be delayed. Thus, the responsiveness level can be referred to as a hunting level or a control delay level. The hunting level can be detected based on a short operation interval, and the control delay level can be detected based on a long operation interval. The responsiveness level can be detected based on both the short and long operation intervals, but in that case, the responsiveness level of the electromagnetic control valve can be comprehensively detected. When detecting the control delay level, it is better to consider the actual hydraulic pressure, the change state of the target value, the change state of the deviation, the brake operation state, etc. It can be detected accurately. When comprehensively detecting the responsiveness of the electromagnetic control valve, for example, the value representing the responsiveness level is increased when it is detected that there is a hunting tendency, and it is detected that there is a delay in response. If it can be smaller. If it is detected that the responsiveness level is in the hunting tendency and the control delay tendency is detected, the responsiveness level is returned to the reference level (the value indicating the hunting tendency is changed to the reference level). Clearing), or conversely, clearing when a hunting tendency is detected in a state indicating that there is a control delay tendency. If the opposite tendency is detected during the detection of one tendency, it can be considered that the detection result indicating the one tendency is not accurate.

The responsiveness level detector detects at least one of the hunting level and the control delay level, and may include at least one of the hunting level detector and the control delay level detector. The control delay level may not be detected by detecting the hunting level, or the control hunting level may not be detected by detecting the control delay level. Correspondingly, the current changing unit may include at least one of a hunting level corresponding current changing unit that changes current based on the hunting level and a control delay corresponding current changing unit that changes based on the control delay level. .
The technical features described in any of the above modes (2) to (21) can be adopted in the brake fluid pressure control device described in this mode.

(23) The current control device comprises: (a) a change state of a hydraulic pressure of the brake cylinder in an operation state of at least one of the one or more electromagnetic control valves; and (b)
A current changing unit that changes the supply current from a magnitude according to the rule based on a response evaluation value determined based on at least one of at least one operation interval of the one or more electromagnetic control valves (1) The brake fluid pressure control device according to the paragraph. The technical features described in any of the above modes (2) to ( 22 ) can be adopted in the brake fluid pressure control device described in this mode.

(24) At least one electromagnetic control valve that switches from the inactive state to the active state when the supply current reaches the operation start current, and controls the supply current to the electromagnetic control valve according to a predetermined rule. A current control device that controls the hydraulic pressure of a hydraulic operating device that operates by hydraulic pressure, wherein the current control device includes at least one of the one or more electromagnetic control valves. One working interval and work
Detector that detects either one of the values based on the moving interval
And the operation interval and the operation interval detected by the detection device.
A current changing unit that changes the supply current from a magnitude according to the rule based on one of a value based on the distance . The hydraulic pressure control device is not limited to a brake hydraulic pressure control device that controls the hydraulic pressure of a brake cylinder that operates a brake, but is widely used as a hydraulic pressure operation device (hydraulic actuator) for a vehicle or a machine tool that operates by hydraulic pressure. The present invention can be applied to a hydraulic pressure control device that controls the hydraulic pressure of the motor. The current control device can be applied to control of an electromagnetic control valve provided in a vehicle suspension device, an internal combustion drive device, and a driving force transmission device. For example, the present invention is applied to an electromagnetic control valve for adjusting a vehicle height in a vehicle height adjusting device provided in a suspension device, an electromagnetic control valve for controlling a damping force in a damping force control device, or a fuel injection control device provided in an internal combustion drive device. To electromagnetic control valves for controlling the injection state such as fuel injection timing and injection amount, and to control the valve timing of supply / exhaust valves (for a continuously variable valve timing mechanism) The present invention can be applied to an electromagnetic control valve for clutch engagement, an electromagnetic control valve for line pressure control, an electromagnetic control valve for a lock-up clutch, and the like in an automatic transmission provided in the device. It should be noted that the technical features described in any of the above-mentioned items (1) to ( 23 ) can be adopted in the hydraulic pressure control device described in this item.

[0024]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Hereinafter, a vehicle braking system including a brake fluid pressure control device as a fluid pressure control device according to an embodiment of the present invention will be described with reference to the drawings. As shown in FIG. 1, the vehicle braking system is mounted on a hybrid vehicle including a drive source 22 including an internal combustion drive 14 including an engine 12 and an electric drive 20 including an electric motor 16. The hybrid vehicle is a front-wheel drive vehicle, and the left and right front wheels 24 have an engine 12 and an electric motor 16.
Are connected.

The internal combustion drive 14 includes an engine 12 and an engine ECU 40 for controlling the operating state of the engine 12.
The electric drive device 20 includes the electric motor 16, an inverter 42 as a power conversion device, a power storage device 44, a motor ECU 46, a generator 50, a power distribution mechanism 52, and the like. The generator 50 generates electric energy by the operation of the engine 12. The power distribution mechanism 52
Although not shown, it includes a planetary gear device, a generator 50 is connected to a sun gear, and an output member 54 is connected to a ring gear.
Are connected, the electric motor 16 is connected, and the output shaft of the engine 12 is connected to the carrier. Engine 1
2. A state in which only the driving torque of the electric motor 16 is transmitted to the output member 54 by the control of the electric motor 16, the generator 50, and the like, and both the driving torque of the engine 12 and the driving torque of the electric motor 16 are transmitted. State. The driving force transmitted to the output member 54 is transmitted to the drive shaft 56 of the front wheel 24 via the reduction gear and the differential.

In the present embodiment, the current of the electric motor 16 is controlled by the inverter 42 based on a command from the motor ECU 46. A command is supplied to the motor ECU 46 from the hybrid ECU 60. Electric motor 16
Is switched to a rotation driving state in which electric energy is supplied from the power storage device 44 to be rotated, a regenerative braking state in which kinetic energy is converted into electric energy by functioning as a generator, and the power storage device 44 is charged. In the regenerative braking state, rotation of the electric motor 16 is suppressed, and rotation of the front wheels 24 is suppressed. As described above, the regenerative braking force due to the regenerative braking of the electric motor 16 is applied to the front wheels 24. In this sense, the electric drive device 20 includes:
It may be a regenerative braking device. The regenerative braking force is controlled by controlling the electric current of the electric motor 16.

The vehicle braking system is provided with a hydraulic braking device 70 for applying a hydraulic braking force as a friction braking force to the front wheels 24 and the rear wheels 68 (see FIG. 2). The hydraulic braking device 70 includes a hydraulic control actuator 72, a brake cylinder 74 for the left and right front wheels 24, and a left and right rear wheel 6 as shown in FIG.
8, a brake cylinder 78, a brake pedal 92, a master cylinder 94 with a hydro booster, a power type hydraulic pressure source 9
6 and so on. When the hydraulic fluid is supplied to the brake cylinders 74 and 78, the friction member is pressed against the brake rotating body that rotates with the wheel by the pressing force corresponding to the hydraulic pressure, and the hydraulic braking force as the friction braking force is changed to the left and right front wheels 24. ,
The rotation is suppressed by being applied to the left and right rear wheels 28.

The power type hydraulic pressure source 96 includes a pump 100, a pump motor 101, an accumulator 102, an accumulator pressure sensor 103, a check valve 104, a relief valve 105 and the like. The accumulator pressure sensor 103 detects the hydraulic pressure of the accumulator 102, and the operation state of the pump motor 101 is controlled based on the hydraulic pressure detected by the accumulator pressure sensor 103. Pump motor 101
By this control, the hydraulic pressure of the accumulator 102 is kept within a predetermined set range. The check valve 104 is provided to prevent the backflow of the hydraulic fluid from the master cylinder side with the hydro booster to the accumulator side. Also, the relief valve 105 prevents the discharge pressure of the pump 100 from becoming excessive.

Master cylinder 94 with hydro booster
A pressure control unit 106 that controls the hydraulic pressure to a magnitude corresponding to the operating force of the brake pedal 92 applied to the pressurizing piston by using the hydraulic pressure of the power type hydraulic pressure source 96; And a pressurizing section 108 for generating a hydraulic pressure having a magnitude in which the operating force of the brake pedal 92 is boosted by the hydraulic pressure. The pressurizing unit 108 is connected to the brake cylinders 74 of the left and right front wheels 24, and the pressure adjusting unit 106 is connected to the brake cylinders 74 of the left and right front wheels 24 via a linear valve device 109.
The brake cylinders 78 of the left and right rear wheels 68 are connected. Even if the hydraulic pressure of the pressure adjusting unit 106 becomes the atmospheric pressure, a hydraulic pressure having a height corresponding to the brake operating force is generated in the pressurizing unit 108, and the hydraulic fluid is supplied to the brake cylinders 74 of the left and right front wheels 24, The brake is actuated.

In the present embodiment, the hydraulic control actuator 72 includes a linear valve device 109, a plurality of electromagnetic control valves described later, and the like. The linear valve device 109 is shown in FIG.
As shown in FIG. 3, the pressure-increasing linear valve 110, the pressure-reducing linear valve 111, and the pressure-reducing reservoir 112 are included. The pressure-increasing linear valve 110 is provided in the middle of a liquid passage 113 that connects the pressure adjusting unit 106 and the brake cylinder. And While no current is supplied to the coil 116, the valve 114 is seated on the valve seat 115 by the elastic force F1 of the spring 117. Electromagnetic driving force F2
Acts in a direction to separate the valve element 114 from the valve seat 115. Further, in the direction in which the valve element 114 is separated from the valve seat 115, a differential pressure acting force F3 corresponding to the hydraulic pressure difference ΔP before and after the pressure increasing linear valve 110 also acts.

Therefore, when current is supplied to the coil 116, the relative position of the valve 114 with respect to the valve seat 115 depends on the relationship among the elastic force F1, the electromagnetic driving force F2, and the differential pressure acting force F3 of the spring 117. Decided.
In this case, if it is considered that the elastic force F1 of the spring 117 is almost constant, the differential pressure acting force can be controlled by controlling the electromagnetic driving force (the current supplied to the coil 116). The difference between the hydraulic pressure on the brake cylinder side and the hydraulic pressure on the pressure adjustment section side of the valve 110 can be controlled. In the present embodiment, the supply current to the coil 116 is controlled such that the hydraulic pressure on the brake cylinder side becomes the same as the required hydraulic pressure corresponding to the required hydraulic braking torque described later. If the current supplied to the coil 116 increases in relation to the differential pressure acting force and the urging force of the spring, the valve 114 is separated from the valve seat 115. This current is the valve opening current and can be referred to as the operation start current.

The structure of the pressure reducing linear valve 111 is the same, except that the pressure reducing linear valve 111 has a
9 is provided in the middle. In addition, pressure reducing linear valve 1
In FIG. 11, a differential pressure acting force F3 acts according to the difference between the hydraulic pressure on the brake cylinder side and the hydraulic pressure on the pressure reducing reservoir side. Is equal to the hydraulic pressure difference on the brake cylinder side.

Check valves 122 and 123 are provided in the passages bypassing the pressure-increasing linear valve 110 and the pressure-reducing linear valve 111, respectively. The check valve 122
This allows the flow of the hydraulic fluid from the brake cylinder to the master cylinder 94 with the hydro booster, and prevents the flow in the reverse direction. It is for returning. The check valve 123 is connected to the pressure reducing reservoir 1.
12 permits the flow of the hydraulic fluid from the hydraulic cylinder 12 to the master cylinder 94 with a hydro booster, and prevents the flow in the reverse direction. It is for returning.

A holding valve 126 is provided at a portion (liquid passage) 125 between the linear valve device 109 of the liquid passage 113 and the brake cylinder 78 of the left and right rear wheels 68, and connects the brake cylinder 78 and the master reservoir 127. Each of the liquid passages 128 has a pressure reducing valve 129. In addition, holding valves 131 are provided at portions (liquid passages) 130 connecting the linear valve device 109 of the liquid passage 113 and the brake cylinders 74 of the left and right front wheels 24, respectively, and connect the brake cylinder 74 and the master reservoir 127. Each of the liquid passages 132 is provided with a pressure reducing valve 133. Also, the respective holding valves 126 and 131
Is provided with a bypass passage provided with a check valve 134. Therefore, when the brake is released, the master cylinder 94 with the hydro booster is supplied from the brake cylinders 74 and 78 via the linear valve device 109.
The hydraulic fluid is returned immediately. Holding valve 13 of liquid passage 130
1, the brake cylinder 78 for the rear wheel and the brake cylinder 7 for the front wheel.
A shutoff valve 136 is provided in a portion between the control valve 4 and the control valve 4.
The shut-off valve 136 is switched to the closed state when no current is supplied to the coil. It is provided to shut off the front wheel side and the rear wheel side when the vehicle braking system is abnormal.

The pressurizing section 108 and the front wheel brake cylinder 74 are connected by a liquid passage 140. Liquid passage 1
40 is provided with a master shutoff valve 141, which can be switched to a shutoff state when it is necessary to shut off the brake cylinder 74 from the pressurizing unit 108, such as during regenerative cooperative control. By supplying the hydraulic fluid of the pressurizing section 108 to the brake cylinder 74, the brake of the front wheels is operated. A stroke simulator 142 is connected to the liquid passage 140 via an on-off valve 143.
When the master shutoff valve 141 is in the closed state, the stroke of the brake pedal 92 by the driver is prevented from becoming almost zero. The on-off valve 143 is closed at the time of abnormality or the like, thereby avoiding unnecessary supply of the working fluid of the pressurizing unit 108 to the stroke simulator 142.

The hydraulic braking device 70 includes a brake ECU 15
It is controlled based on the 0 command. Brake ECU 150
Are CPU 151, ROM 152, RAM 153, EE
It includes a computer including a PROM 154, an input / output interface 155, and the like. Brake ECU 15
0 is connected to the accumulator pressure sensor 10 described above.
3. A wheel speed sensor 170 for detecting the wheel speed of each of the wheels 24 and 68, a master pressure sensor 175 for detecting the hydraulic pressure of the pressurizing unit 108, and a brake switch for detecting whether the brake pedal 92 is in the operating state. 176, stroke sensor 1 for detecting stroke of brake pedal 92
82, the hydraulic pressure Preg on the pressure regulating unit side of the linear valve device 109
Sensor 183 for detecting hydraulic pressure, a hydraulic pressure sensor 184 for detecting hydraulic pressure Pout1 on the brake cylinder side, and a hydraulic passage 13
A hydraulic pressure sensor 185 for detecting a hydraulic pressure Pout2 in a portion on the brake cylinder 74 side from the zero shutoff valve 136, an ignition switch 190, and the like are connected. The output unit includes the coil 116 of the linear valve device 109, the pump motor 1
01, each solenoid on-off valve 126, 129, 131, 133,
The coils 136 and 141 are connected via a drive circuit (not shown).

The hydraulic pressure sensor 184 is connected to the linear valve device 1
09, the control pressure is detected.
1. When the pressure reducing valves 129 and 133 are at the original positions shown in the drawing, the hydraulic pressure of the brake cylinder becomes the same. Therefore,
The hydraulic pressure sensor 184 can detect the hydraulic pressure of the brake cylinder. The hydraulic pressure difference before and after the pressure-increasing linear valve 110 can be obtained as a difference between hydraulic pressures detected by the hydraulic pressure sensors 183 and 184.

The required total braking torque intended by the driver can be obtained based on at least one detected value of the master pressure sensor 175, the hydraulic pressure sensor 183, and the stroke sensor 182. In the present embodiment, the required total braking torque is determined by a master pressure (a detection value of at least one of the master pressure sensor 175 and the hydraulic pressure sensor 183 can be used) corresponding to the operation stroke and the operation force of the brake pedal 92. Is obtained based on both. At the beginning of the operation, since the master pressure increases with an increase in the stroke, it is desirable to obtain the master pressure based on the stroke. Further, when the master pressure becomes equal to or higher than the set pressure, the operation force can be detected with higher accuracy based on the master pressure. Therefore, the required total braking torque is determined mainly based on the stroke at the beginning of the operation, and is determined mainly based on the master pressure when the master pressure exceeds a set value. The required total braking torque Bref may be determined based on the hydraulic pressure Preg detected by the hydraulic pressure sensor 183, may be determined based on the hydraulic pressure detected by the master pressure sensor 175, or may be determined based on the stroke sensor 182.
Or based on the detected stroke.

Based on the wheel speed detected by the wheel speed sensor 170, the braking slip state of each wheel can be detected. If the braking slip is excessive,
By controlling the holding valves 126 and 131 and the pressure reducing valves 129 and 133, the hydraulic pressure of each of the brake cylinders 74 and 78 is controlled so that the braking slip state of each of the wheels 24 and 68 is maintained in an appropriate state.

The ROM 152 stores a valve opening voltage determination table represented by the map of FIG. 5, a linear valve device control program represented by a flowchart of FIG. 6, a hunting level detection program represented by a flowchart of FIG. A timer control program represented by the flowchart of
A plurality of programs, tables, and the like, such as an adaptive current determination program represented by the flowchart of FIG. 9 and a map correction program represented by the flowchart of FIG. 10, are stored.

The motor ECU 46, the hybrid ECU 60, and the engine ECU 40 also include a CPU, an RO,
The computer mainly includes an M, a RAM, an input / output interface, and the like. Hybrid ECU 6
A power supply state detection device 196 that detects the state of the power storage device 44 and the like are connected to the 0 input unit. Power supply state detection device 196 includes a charge state detection unit that detects the charge state of power storage device 44, and an abnormality detection unit that detects the voltage and temperature of power storage device 44. The power storage device 44 is detected by the charging state detection unit.
, It can be seen that the larger the charged amount, the smaller the chargeable capacity. The aforementioned hybrid ECU 60, motor ECU 46, engine ECU 4
0, information communication is performed with the brake ECU 150.

The operation of the vehicle braking system configured as described above will be described. During normal braking, regenerative cooperative control is performed. In the brake ECU 150, a required total braking torque (operating-side upper limit determined according to the driver's intention) Bref desired by the driver is calculated based on the hydraulic pressure Preg detected by the hydraulic pressure sensor 183. Then, the required total braking torque Bref is supplied to the hybrid ECU 60. In the hybrid ECU 60, the required total braking torque Bref and the motor ECU 4
6, which is the upper limit of the regenerative braking torque determined based on information indicating the operating state of the motor including the number of revolutions of the electric motor 16 supplied from the power supply 6 and the storage capacity, which is the amount of electric energy that can be stored in the power storage device 44. The smaller of the upper limit and the lower limit is output to the motor ECU 46 as the required regenerative braking torque.

The motor ECU 46 is a hybrid ECU
The inverter 42 is controlled such that the required regenerative braking torque supplied from the controller 60 is obtained. The current of the electric motor 16 is controlled by the control of the inverter 42, respectively. The operating state such as the actual rotation speed of the electric motor 16 is detected by a motor operating state detecting device (not shown). In the motor ECU 46, the actual regenerative braking torque Bm is obtained based on the operation state of the electric motor 16, and information representing the actual regenerative braking torque Bm is supplied to the hybrid ECU 60. Hybrid ECU
Reference numeral 60 denotes information indicating the actual regenerative braking torque Bm is applied to the brake E.
Output to CU150.

The brake ECU 150 calculates the required hydraulic braking torque Bpref based on a value (Bref-Bm) obtained by subtracting the actual regenerative braking torque Bm from the required total braking torque Bref.
Is determined, and the required linear pressure Pref corresponding to the required hydraulic braking torque Bpref is realized.
9 is determined. Required total braking torque Bref
Minus the actual regenerative braking torque Bm from (Bref-Bm)
Is positive, the required total braking torque is insufficient with the actual regenerative braking torque, so the hydraulic braking torque is added. If the value (Bref−Bm) is 0 or less, the regenerative braking torque Is satisfied, the hydraulic braking torque is not applied, and the linear valve device 10
9 is not performed. In the hydraulic braking device 70, the master shutoff valve 141 is closed, and the shutoff valve 1 is closed.
36 is opened, the linear valve device 109 is opened.
By controlling the supply current to the coil 116, the hydraulic pressure of the brake cylinders 74 and 78 is controlled.
This control is regenerative cooperative control.

The above-mentioned required regenerative braking torque may be determined by the brake ECU 150. In this case, the power generation side upper limit value is the hybrid E
The CU 60 supplies the required regenerative braking torque to the brake ECU 150 based on the information.
At 0, it is supplied to the hybrid ECU 60 and is supplied to the motor ECU 46 as it is.

FIG. 4 is a functional block diagram showing an outline of the hydraulic control executed by the brake ECU 150.
The linear valve device 109 to be controlled is controlled by the feedforward control unit 220 and the feedback control unit 222. The target value of the control is the required hydraulic pressure Pref of the brake cylinder, and the output is the hydraulic pressure sensor 184.
Is the output hydraulic pressure Pout1. As described above, during the regenerative cooperative control, the output hydraulic pressure Pout1 is the same as the brake hydraulic pressure, and is hereinafter referred to as the brake hydraulic pressure Pw. The feedforward control unit 220 calculates a feedforward pressure increasing current IFSLA and a feedforward pressure reducing current IFSLR based on the required hydraulic pressure Pref. Further, the feedback control unit 222 outputs the brake fluid pressure Pw (Pout) detected by the fluid pressure sensor 184 from the required fluid pressure Pref.
A feedback boost current IBSLA and a feedback pressure decrease current IBSLR are calculated as currents for approaching the deviation error, which is the value obtained by subtracting 1), to zero. As described above, the control of the brake ECU 150 in the present embodiment includes both the feedforward control and the feedback control.

The supply current to the pressure-increasing linear valve 110 and the pressure-reducing linear valve 111 of the linear valve device 109 is determined according to the execution of the linear valve device control program shown in the flowchart of FIG. This program is executed at every predetermined control cycle time. In step 1 (hereinafter abbreviated as S1; the same applies to other steps), a required hydraulic pressure Pref is determined. As described above, the required hydraulic pressure Pref is determined based on the required hydraulic braking torque Bpref (Bref-Bm) which is a value obtained by subtracting the actual regenerative braking torque from the required total braking torque. In S2, the brake fluid pressure Pw is detected by the fluid pressure sensor 184, and a value obtained by subtracting the brake fluid pressure Pw from the required fluid pressure Pref is obtained as a deviation error (Pref-Pw). Then, in S3, the deviation error
Is determined based on the control mode. The mode is determined to be one of the pressure increasing mode, the pressure reducing mode, and the holding mode.

If the determined control mode is the holding mode, in step S5, the pressure increasing linear valve 110 (denoted as SLA in the figure), the pressure reducing linear valve 111
(Supplied as SLR in the figure) is set to 0. If the mode is the pressure increasing mode, the supply current ISLA to the pressure increasing linear valve 110 is determined in S6.
In this case, the supply current I to the pressure reducing linear valve 112
SLR is 0. If the mode is the pressure reduction mode, the supply current ISLR to the pressure reduction linear valve 112 is determined in S7. In this case, the supply current ISLA to the pressure increasing linear valve 110 is set to zero.

In this embodiment, when the deviation error (required hydraulic pressure Pref-actual brake cylinder hydraulic pressure Pw) is greater than the pressure increase threshold, the pressure increase mode is set. If it is smaller, the decompression mode is set; otherwise, the holding mode is set. Note that the mode of determining the control mode is not limited to the mode in the present embodiment.

The current supplied to the pressure-increasing linear valve 110 and the pressure-reducing linear valve 111 is controlled by the feedforward controller 2.
20 feed forward current (IFSLA, IFSL
R) and the feedback current (IBSLA, IBSLR) by the feedback control unit 222. The feedforward boost current IFSLA for the booster linear valve 110 is determined according to the formula IFSLA = (KF.dPref + Iadj-ap + ΔI) and the feedback booster current IBSLA
Is determined according to the formula IB SLA = f (KB · error). The sum ISLA = IFSLA + IBSLA is used as the supply current ISLA to the pressure-increasing linear valve 110.

The physical meaning of the supply current IFSLA in the feedforward control section 220 is as follows during the pressure increase.
Hydraulic pressure difference ΔP before and after pressure increasing linear valve 110 (Pw−P
reg) gradually decreases, and the pressure-increasing linear valve 11
Even if the force for separating the zero valve element 114 from the valve seat 115 becomes small, the pressure-increasing linear valve 110 is kept open so that the current can be increased. When the front and rear hydraulic pressure difference ΔP is relatively large, the value of the feedforward boosting current IFSLA may be relatively small, but the front and rear hydraulic pressure difference ΔP decreases with an increase in the brake cylinder hydraulic pressure. In the case, the booster linear valve 1
In order for 10 to be in an open state, a larger current needs to be supplied. Feed forward boost current IFSLA
Is a current corresponding to the sum of the valve opening voltage required to open the pressure-increasing linear valve 110 and the voltage required to bring the actual brake fluid pressure close to the required fluid pressure.

Here, the valve opening current Iadj-ap is calculated as shown in FIG.
Is a current corresponding to the valve opening voltage Vadj-ap determined according to the valve opening voltage determination table represented by the map of FIG. The valve opening voltage Vadj-ap is determined based on the hydraulic pressure difference ΔP before and after the pressure increasing linear valve 110 at that time. As described above, the pressure-increasing linear valve 110 has a differential pressure acting force F3 and an electromagnetic driving force F2.
And the elastic force F1 of the spring (which can be regarded as a substantially constant value). The valve opening voltage Vadj-ap is a value that decreases with an increase in the hydraulic pressure difference ΔP. And the elastic force of the spring 117 is in a state of being balanced. Further, in the pressure-intensifying linear valve 110, it can be considered that the voltage is necessary to realize the hydraulic pressure difference ΔP.

The term (KF · dPref) is a current required to keep the pressure-increasing linear valve 110 open until the hydraulic pressure of the brake cylinder approaches the required hydraulic pressure. Coefficient KF
Is a control gain in the feedforward control. In this way, the feedforward current is increased stepwise by the valve opening current, and then the difference between the front and rear hydraulic pressures decreases.
With a small amount, it is gradually increased with a gradient corresponding to the feedforward control gain. In the present embodiment, the current supplied in this manner is a current (feed forward current) supplied according to rules.

The adaptive current ΔI is determined based on the operation interval and the operation interval.
The correction current is determined based on one of the following values . In the present embodiment, the magnitude obtained by adding the correction current that is the adaptive current ΔI to the valve opening current Iadj-ap obtained according to the table represented by the map is the actual operation start current of the linear valve. , The adaptive current ΔI is determined. The table is determined uniformly, but the operation start current differs depending on the actual state of the pressure-intensifying linear valve 110 (the magnitude of the elastic force of the spring, the operating environment, and the like). Therefore, map
Opening current Iad determined according to a table represented by
Even if the j-ap is added, there are cases where the switch is actually switched to the open state and cases where the switch is not switched, so that the response becomes too sensitive or the response is delayed. Therefore, in the present embodiment, when the current obtained by adding the adaptive current ΔI to the valve opening current Iadj-ap obtained according to the table represented by the map is supplied, the valve is actually switched from the closed state to the open state. , The adaptive current ΔI is based on the operating interval and the operating interval
It is determined based on one of the values .

The value based on the operation interval is represented by a hunting level in the present embodiment. The hunting level is a value indicating the strength of the hunting tendency. When the hunting level is high, it is possible to determine that the possibility of hunting is high. In the present embodiment, the hunting level is increased by the pressure increasing linear valve 110 and the pressure reducing linear valve 1.
11 is represented by the number of times that the operation interval time is assumed to be short. It can be estimated that the greater the number of times that the operation interval time is assumed to be shorter, the higher the hunting tendency and the higher the possibility of hunting. The hunting level is detected according to the execution of the hunting level detection program shown in the flowchart of FIG. FIG. 11 shows a state in which the hunting level is actually detected in accordance with the execution of this program.

The hunting level is detected based on the operation interval time as the operation interval. Booster linear valve 1
The hunting level CH of the pressure-reducing linear valve 111 is changed from the closed state to the open state before the time elapsed after the pressure-increasing linear valve 110 is switched from the closed state to the open state reaches the threshold value A (time). When the pressure-increasing linear valve 110 is switched from the closed state to the open state before the threshold value B is reached, it is increased by one. If the operation interval time is within the set time, the hunting level CH is increased by one. In the present embodiment, it is assumed that when a stepwise current is supplied to the pressure-increasing linear valve 110 and the pressure-reducing linear valve 111, the state is switched from the closed state to the open state. Since the stepwise increase amount of current is supplied, the pressure-increasing linear valve 110 or the pressure-reducing linear valve 11
1 is not always switched from the closed state to the open state. However, depending on the linear valve, it may be switched to the operating state when the stepwise increase amount is supplied. There is also a linear valve that can be switched to the open state in the course of gradually increasing the supply current after a stepwise increase amount of current is supplied. In any case, the step increase is
Since it is supplied to switch from the closed state to the open state,
The operation interval can be detected based on the interval at which the stepwise increasing amount of current is supplied.

As described above, the switching of the linear valve from the closed state to the open state is not detected based on the change in the hydraulic pressure on at least one side of the linear valve. , And can be easily detected. The timer (for the pressure-increasing linear valve) resets the count value of the timer counter CT to 0 each time the pressure-increasing linear valve 110 is switched from the closed state to the open state. Value (threshold B
Is controlled to be reset to a value corresponding to The same applies to the timer for the pressure-reducing linear valve.
C is a threshold value R, S, T, respectively. The threshold values A, B, and C and the threshold values R, S, and T can be different values, but one or more of them can be the same value.

In this embodiment, neither the pressure reducing linear valve 111 nor the pressure increasing linear valve 110 is switched before the hunting level CH reaches the threshold value B. If the state does not change, it is determined that the reset condition has been satisfied, and the state is reset. The estimation that the hunting tendency is strong is determined to be incorrect.

The control of the timer (counting by the timer counter CT) is performed in accordance with the execution of the timer control program shown in the flowchart of FIG. Here, the case where the hunting level is detected for the pressure increasing linear valve 110 will be described. The same applies to the pressure-reducing linear valve 111, and a description thereof will be omitted. In S11, it is determined whether or not the linear valve device 109 is under control. The control of the timer is performed during the control of the linear valve device 109. If the control is not being performed, S12
, The count value of the timer counter CT is set to 0. On the other hand, while the linear valve device 109 is being controlled, the timer counter CT is counted up in S13. Is YES, the timer counter CT is reset to 0 in S15. If the timer remains in the closed state or the open state, in step S16, the time corresponding to the count value of the timer counter CT is equal to the time C.
(Threshold value C) is determined, and the threshold value C
Is reached, the determination in S16 is YES, and S
At 17, the count value of the timer counter CT becomes time B
(Threshold value B) is reset.

The hunting level is detected using this timer, and is detected during the control of the linear valve device 109. The hunting level detection program of FIG.
In S28 of the flowchart showing the system, the required hydraulic pressure P
It is determined whether or not the absolute value of the amount of change of ref is equal to or greater than the set amount. If it is not less than the set amount, in S29,
The hunting level CH is set to zero. In this case, the adaptive current ΔI is set to 0 as described later. Required hydraulic pressure Pre
If the absolute value of the change amount of f is smaller than the set amount, S3
0 and later are executed. In S30 to S37, the hunting level CH is counted, and in S38 and thereafter,
It is determined whether or not the reset condition of the hunting level CH is satisfied.

In S30 and S31, the timer counter C
It is determined whether or not the count value of T is substantially zero. If the count value is substantially zero, the value of the hunting level CH at that time is stored. In S32, it is determined whether or not the time (elapsed time) corresponding to the count value of the timer counter CT has reached the time (threshold) A. If it is before reaching the threshold value A, it is determined in S33 whether the pressure reducing linear valve 111 has been switched from the closed state to the open state. If it has been switched, the hunting level CH is counted up by one in S34, but if the pressure reducing linear valve has not been switched to the open state before reaching the threshold value A, the count value is increased. Never.

After the threshold value A is reached, S33 and S34 are not executed, and it is determined in S35 whether or not the count value of the timer counter CT has reached a value corresponding to the threshold value B. You. If the pressure-increasing linear valve 110 is switched from the closed state to the open state again before reaching the threshold value B, the determination in S36 becomes YES,
In S37, the count value of the hunting level CH is 1
Increased. If the pressure-increasing linear valve 110 cannot be switched from the closed state to the open state, the count value is not incremented.

As described above, in the present embodiment, before the elapsed time from when the pressure-increasing linear valve 110 is switched from the closed state to the open state reaches the threshold value A, the pressure-reducing linear valve 111 is switched from the closed state. When switched to the open state (when the pressure-reducing linear valve 111 is in the open state, the pressure-increasing linear valve 110 is in the closed state), the threshold B
If the pressure-increasing linear valve 110 is switched from the closed state to the open state before the hunting level CH is reached, the hunting level CH is counted up. Also, the count is incremented when the pressure-increasing linear valve 110 is switched from the open state to the closed state before reaching the threshold value A.

When the threshold value B has been reached, S38 and subsequent steps are executed. In S38, it is determined whether or not the hunting level CH at that time is the same as the hunting level CH detected in S31. If they are the same, it means that the hunting level CH has not been counted up before the threshold value B is reached, indicating that the operation interval is long. In this case, in S39, it is determined whether or not the count value of the timer counter CT substantially corresponds to the threshold value B.
In step S40, the brake cylinder hydraulic pressure is detected by the hydraulic pressure sensor 184.
Next, in S41 and S42, the brake cylinder hydraulic pressure when the threshold value C is reached is detected. In S43, the difference between the hydraulic pressure in the case of the threshold value B and the hydraulic pressure in the case of the threshold value C is determined. It is determined whether or not the absolute value of the fluid pressure change amount between the threshold value B and the threshold value C) is smaller than a set amount. In the open state of the pressure increasing linear valve 110, it is determined whether or not the increase amount is equal to or more than the set amount, and in the open state of the pressure reducing linear valve 111, it is determined whether or not the decrease amount is equal to or more than the set amount. Threshold B to Threshold C
If the absolute value of the amount of change in the fluid pressure within the time period (within the set time) is smaller than the set amount, it is determined that the reset condition is satisfied, and the count value of the hunting level CH is set to S44.
At 0.

As described above, when the hunting level CH is 1 or more, it is possible to determine that the operation interval is short and there is a hunting tendency , but even if it is detected that the hunting tendency is present. , It is detected whether or not a response delay has occurred. If a response delay is detected, it is determined that the reset condition has been satisfied, and the hunting level CH is set to zero. In the present embodiment, the switching between opening and closing of the pressure-increasing linear valve 110 and the pressure-reducing linear valve 111 is not detected by any time before the threshold value B is reached.
When the difference between the hydraulic pressure at the threshold value B and the hydraulic pressure at the threshold value C is small, it is determined that the response is delayed. Even if the pressure increasing linear valve 110 is open for a long time, the brake fluid pressure does not increase.
If the fluid pressure does not decrease even if the valve is open for a long time, it is a response delay.

The hunting level CH can be counted according to FIG. In this case, the mode of the timer control is the same as the above-described case. In the present embodiment, when a response delay is detected, the hunting level C
H is decremented by one instead of being reset. In S44 of the above-described flowchart, the hunting level CH is decreased by 1 instead of being reset to 0. Thus, by combining the embodiment of FIG. 11 and the embodiment of FIG. 14, the hunting level can be a value obtained by comprehensively evaluating both the hunting tendency and the control delay tendency. The control delay tendency is opposite to the hunting tendency and can be evaluated by reducing the hunting level.

If the hunting level is detected independently in FIG. 14, the control delay tendency can be detected. The hunting level is reduced by 1 each time a control delay is detected from the reference level (0), and the control delay level is expressed as a value equal to or less than 0 of the hunting level. Further, the reference level need not be 0, and can be set as appropriate. Further, when a control delay is detected, it can be considered that the control delay level is increased by one. Further, the control delay level can be represented by a positive value. Further, the hunting level and the control delay level can be independently referred to as a responsiveness level, and the level comprehensively representing the hunting tendency and the control delay tendency can be referred to as a responsiveness level.

The adaptive current ΔI is determined according to the hunting level. For example, as shown in FIG. 12, when the absolute value of the hunting level CH is large, Δ
The absolute value of I is increased. When the hunting level CH is positive and large, the adaptive current ΔI is negative and large compared to when it is small. By reducing the feedforward current, the operation start timing of the pressure-increasing linear valve 110 is delayed. Note that when the hunting level CH is detected in the mode shown in FIG. 11, the hunting level CH does not become a negative value.
When the detection is performed in combination with the mode shown in FIG. 14, the value may be negative when detected in the mode shown in FIG. The value becomes a positive value or a negative value when comprehensively detected, and becomes 0 or less when a control delay tendency is detected. FIG. 12 is a diagram corresponding to both the case where the hunting level is a positive value and the case where the hunting level is a negative value.

As shown in FIG. 12, the hunting level C
When H is between 0 and +1, the appropriate current (correction value) ΔI is set to 0. Since a dead zone is provided at the hunting level CH (responsiveness level) for changing the current, it is possible to prevent the supply current from being changed when unnecessary. The adaptive current ΔI has an upper limit value (positive).
And a lower limit (negative). Even if the absolute value of the hunting level CH (response level) increases, the absolute value of the adaptive current ΔI does not exceed the upper and lower limits.

The adaptive current ΔI is shown in the flowchart of FIG.
12 according to the execution of the adaptive current determination program
Is determined as shown in FIG. In S51 and S52, it is determined whether the hunting level CH is larger than the set value n or smaller than the set value m. It is determined whether or not it belongs to the dead zone. If it does not belong to the dead zone and it is larger than the set value n. In S53, the adaptive current ΔI is obtained according to the formula ΔI = −Δ · (H−n). The adaptation current becomes negative and the supply current determined according to the rules is reduced. here,
n is a hunting level representing the upper limit of the dead zone,
In this embodiment, it is 1. H is the hunting level
It is . Δ is a reference unit for determining the adaptive current when the hunting tendency is stronger than the response delay tendency, and a value obtained by multiplying Δ by (H−n) is used as the adaptive current ΔI. S54
It is determined whether the adaptive current ΔI is smaller than the lower limit value ΔILLIM (negative value). If it is smaller, the adaptive current ΔI is set to the lower limit value in S55.

If the hunting level CH is smaller than the lower limit of the dead zone, the adaptive current .DELTA.I is obtained in step S55 according to the equation .DELTA.I = .DELTA. '. {-(H-m)}. Here, since the adaptive current ΔI is a positive value while the hunting level CH is a negative value, the sign of the hunting level CH is inverted. M is the lower limit of the dead zone, and is 0 in the present embodiment. Δ ′ is a reference unit for determining an adaptive current when the response delay tendency is stronger than the hunting tendency. If the adaptive current ΔI has become larger than the positive upper limit value ΔIULIM, the upper limit value is set in S57.

As described above, since it is not desirable that the absolute value of the adaptive current ΔI becomes too large, an upper limit value and a lower limit value are provided. Note that the reference units Δ, Δ ′
May be the same size or different sizes.
If it belongs to the dead zone, the adaptive current Δ
I is set to 0. Also, as described above, the required hydraulic pressure Pref
If the absolute value of the change amount is equal to or greater than the set value, the hunting level CH is set to 0, and the adaptive current ΔI is also set to 0. If the amount of change in the required hydraulic pressure Pref is large, it is desirable that a current that meets the driver's intention be supplied.

As described above, the hunting level is detected, and the adaptive current ΔI is obtained according to the hunting level. Therefore, an appropriate amount of current can be supplied to the pressure-increasing linear valve 110 and the pressure-reducing linear valve 111, and a hunting state and a large control delay can be satisfactorily avoided. The hunting level is detected based on the control state of the linear valve device 109, that is, the current supply state.
Therefore, it is possible to detect earlier that there is a hunting tendency than when detecting based on a change in the hydraulic pressure, and it is possible to prevent a hunting state from occurring.

In the present embodiment, the table represented by the map in FIG. 5 is modified. As described above, FIG.
The current obtained by adding the adaptive current ΔI to the valve opening current detected according to the table represented by the map of FIG. 3 is used as the operation start current of the linear valve, and the actual valve opening current (operation start current ). Therefore, FIG.
As shown in 3, the fit and the map based on the front and rear hydraulic pressure difference when the current corrected by the adaptive current ΔI and the map of FIG adaptive current ΔI and supplied, is combined the
The table represented by the map is stored as a table represented by a map of the valve opening current and the differential pressure of the linear valve.

The table represented by the new map is created and stored when the ignition switch 190 is turned off. Therefore, while the ignition switch 190 is in the ON state, a plurality of sets of the adaptive current ΔI and the front and rear hydraulic pressure differences ΔP are usually stored.
The plurality of sets have the same hydraulic pressure difference ΔP before and after and the adaptive current ΔI
Are different, or the fluid pressure difference Δ
P may be different. In these cases, a map of the appropriate current and the difference between the front and rear hydraulic pressures is created based on a value that is statistically processed, such as an average value. If the table itself represented by the map is corrected, an appropriate current can be supplied without correcting the supply current.

As shown in the flowchart of FIG. 10, it is determined in S81 whether it is time to correct the table represented by the map. In the present embodiment, the table represented by the map is modified when the ignition switch 190 is in the OFF state and in the pulse input state. When the ignition switch 190 is in the ON state,
If the determination is NO, the adaptive current Δ
I and the pressure difference ΔP before and after are detected, and these are stored in association with each other. Then, when it is time to modify the table represented by the map, the table represented by the map is modified in S86. As shown in FIG. 13, these are added and stored in the EEPROM 154 which is a nonvolatile memory. In addition,
FIG. 13 illustrates the table represented by the map in terms of the relationship between the front and rear differential pressure and the current for easy understanding, but in the present embodiment, the table showing the relationship between the front and rear differential pressure and the voltage. Is stored. Note that the stored table may represent the relationship between the pressure difference and the current before and after.

As described above, in the present embodiment, the brake ECU 150 stores and executes the appropriate current determination program shown in the flowchart of FIG. A portion for storing and executing S6 and S7 of the program constitutes a current changing portion. An operation interval detecting section is configured by a portion for storing and executing the hunting level detection program shown in the flowchart of FIG.
The portion for storing and executing 28 and 29, the portion for storing S6 and S7 of the linear valve device control program, the portion for executing and the like constitute a target hydraulic pressure corresponding current determination section.

In the above embodiment, the feedforward current is corrected by adding the adaptive current to the current determined according to the rules. However, the feedforward current can be corrected by changing the feedforward control gain. Can be changed. In the above-described embodiment, the feedforward current is changed and the feedback current is not changed. However, the feedback current can be changed. For example, both the feedback current and the feedforward current can be changed in parallel, but when the feedforward current is changed with priority and changing the feedforward current has no effect. Alternatively, the feedback current may be changed.

In the flowchart of FIG.
At 0, it is determined whether or not the hunting level is increasing, and at S101, it is determined whether or not the hunting level is decreasing. If there is an increasing trend, it is determined in S102 whether or not the previous time also had an increasing trend. In the case where there is an increasing tendency for two consecutive times, the gain for feedback control is decreased in S103. If the change tendency of the hunting level CH does not change even if the feedforward current is changed, the feedback current is also changed.

Similarly, when the decreasing tendency continues twice, the feedback control gain is increased in S106. As described above, in the present embodiment, if the same tendency continues twice consecutively, the feedback control gain is changed each time. When the effect is not sufficient only by correcting the feedforward current, the feedback current is corrected, and both are set to appropriate values. The change of the feedback control gain can be performed similarly for the pressure-increasing linear valve 110 and the pressure-reducing linear valve 111, but may be changed for only one of them.

In the above embodiment, the feedback control gain is changed when the change tendency of the hunting level CH is the same two or more times. However, when the hunting level CH becomes larger than the set value. In such a case, in other words, the feedback control gain can be changed when the correction amount of the feedforward current becomes equal to or larger than the set amount. When the hunting level CH becomes equal to or higher than the set value, both the feedforward current and the feedback control gain are changed. In this way, hunting can be prevented while preventing the adaptive current alone from increasing. Further, as shown in FIG. 12, when the feed forward current is changed and the sufficient effect cannot be obtained, the feedback control gain is changed, and when the sufficient effect cannot be obtained, the feed forward current is changed. It is also possible to be performed.

In any case, when both the feedback current and the feedforward current are changed based on the hunting level CH, it is desirable that the feedforward current be changed with priority. Then, the feedback current is changed when the change amount becomes large or when a sufficient effect cannot be obtained. This is because changing the feedforward current has a greater effect in controlling the response.
When both the feedback current and the feed forward current are changed, the current is changed according to a predetermined pattern, or the actual hydraulic pressure is changed each time so as to approach the required hydraulic pressure. Or you can. Further, it is not essential to change the feedback control gain. Changing the feedforward current is sufficient. On the contrary, the present invention does not exclude an aspect in which only the feedback current is changed without changing the feedforward current. The feedback current may be changed based on the operation interval.

Further, the method of detecting the responsiveness level is not limited to the above embodiment. The control of the timer is not limited to the above embodiment. For example, as shown in FIG. 17, the timer counter CT may be changed between a threshold value B and a threshold value C. Timer counter CT
Is reset to a value corresponding to the threshold value B when the pressure-increasing linear valve 110 is switched from the closed state to the open state, or when it reaches the threshold value C.
In S15 of the flowchart of FIG. 8, the count value of the timer counter CT is reset to a value corresponding to the threshold value B.

If the difference between the hydraulic pressure of the brake cylinder when the threshold value B is reached and the hydraulic pressure of the brake cylinder when the threshold value C is reached is equal to or less than the set value, the hunting level decreases by one. (The control delay level is increased by 1). In the flowchart of FIG. 16, when the count value of the timer counter CT substantially corresponds to the threshold value B, the brake cylinder fluid pressure is detected in S131.
At 33, the brake cylinder fluid pressure is detected. Then, in S134, it is determined whether or not the absolute values of these change amounts are equal to or smaller than a set value. If the change amounts are equal to or smaller than the set value, the hunting level CH is decreased by one.

As described above, in the present embodiment, when the absolute value of the amount of change in the fluid pressure within the set time is equal to or smaller than the set value, it is determined that there is a control delay tendency. The control delay is detected based on the difference between the hydraulic pressure when the timer reaches the threshold value B and the hydraulic pressure when the timer reaches the threshold value C. As a result, the control delay level can be accurately detected. Further, based on the hunting level, the adaptive current is determined according to FIG. 12, and the feedforward current and the like are corrected. Note that the responsiveness level can be detected by combining the embodiment shown in FIG. 11 and the embodiment shown in FIG.

Further, as shown in FIG. 19, the hunting level has a deviation e which is a value obtained by subtracting the actual hydraulic pressure from the required hydraulic pressure.
rr can also be detected. In the present embodiment, the hunting level is decreased by 1 when the variation of the deviation E between the case where the elapsed time reaches the threshold value B and the case where the elapsed time reaches the threshold value C is equal to or less than a set amount (control The delay level is increased by one). In the above embodiment, the control delay is determined when the change in hydraulic pressure is small, and the difference from the target value may not be small even when the actual change in hydraulic pressure is large. On the other hand, in the present embodiment, the control delay tendency is determined when the change amount of the deviation within the set time is equal to or less than the set amount. Can be accurately detected. In addition,
The responsiveness level can be detected based on both the change state of the deviation and the change state of the actual hydraulic pressure. For example, when the deviation is equal to or greater than the set value and the actual amount of change in the hydraulic pressure is small, it can be determined that the control is delayed.

The feedback control section 222 may perform not only P control but also PID control, PI control, PD control and the like. Further, the table in FIG. 12 is an example, and is not limited to the table in the above embodiment. Also,
The range of the dead zone of the hunting level is not limited to the range in the above embodiment, and can be set as appropriate. Furthermore, it is not essential to set a dead zone.

The hydraulic control device of the present invention can be mounted on a four-wheel drive hybrid vehicle shown in FIG. In the vehicle shown in FIG. 20, drive source 300 includes an internal combustion drive device 302 and a regenerative braking device 304 that is also an electric drive device. The internal combustion driving device 302 includes the engine 1
2 and an engine ECU 40, and an electric drive device 30
Reference numeral 4 denotes two electric motors 306 and 308, inverters 310 and 312 as power converters, and a power storage device 314.
It includes a motor ECU 316, a drive switching device 320, and the like. At least one of the output torque of the engine 12 and the output torque of the front electric motor 306 is transmitted to the front wheels 24, and the output torque of the rear electric motor 308 is transmitted to the rear wheels 68.

A drive switching device 320 is provided between the electric motor 306 and the engine 12 on the front wheel side.
6. The drive switching device 320 includes an output shaft 322
, The output torque from the engine 12, the output torque from the electric motor 306, or both output torques. The drive switching device 320 can include, for example, a planetary gear device, or include a planetary gear device and a clutch. Inverter 3 is provided between electric motor 306 and power storage device 314.
Since the electric storage device 10 is provided, the inverter 310 controls the electric motor 306 to be rotated and supplied with electric energy from the electric storage device 314, and the electric storage device 3 functions as a generator by regenerative braking.
14 is switched between a charging state in which electric energy is charged and a no-load state in which free rotation is allowed. Inverter 3
10 controls the electric motor 306 based on a command from the motor ECU 316.

On the rear wheel 68 side, an output shaft 332 of the electric motor 308 is connected to a drive shaft 336 via a differential gear 334. On the rear wheel 68,
The output torque of the electric motor 308 is transmitted.
The electric motor 308 is switched between a rotational driving state, a charging state, and a no-load state under the control of the inverter 312 between the electric motor 308 and the power storage device 314. In the present embodiment, the front wheel-side electric motor 306 and the rear wheel-side electric motor 308 can be controlled separately. Therefore, the regenerative braking torque applied to the front wheel 24 and the rear wheel 68 can be separately controlled. Further, similarly to the above embodiment, the brake ECU 150 and the hybrid E
Information communication is performed between the CU 330 and the motor ECU 316.

The front wheel 24 and the rear wheel 68 are applied with both regenerative braking torque and hydraulic braking torque as friction braking torque. The hydraulic braking torque is applied to the hydraulic braking device 3
It is controlled by the control of the hydraulic control actuator 348 of 46. The hydraulic braking device 346 in FIG. 21 includes the hydraulic control actuator 348, the master cylinder 350, and the like. The master cylinders 350 are arranged in series with each other.
The pressure chambers 352 and 354 are provided in front of the two pressure pistons including two pressure pistons. Pressurizing chambers 352, 354
The hydraulic pressure is generated by operating the brake pedal 92. The brake cylinder 74 of the left front wheel 24 is connected to the pressurizing chamber 352 via a liquid passage 360, and the pressurizing chamber 3
The brake cylinder 78 of the left rear wheel 68 is connected to 54 via a liquid passage 362. Master shutoff valves 364 and 366 are provided in liquid passages 360 and 362, respectively. Also, two brake cylinders 74 for the left and right front wheels
Are connected by a communication passage 370, and the two brake cylinders 78 of the left and right rear wheels are connected by a communication passage 372. The communication passages 370 and 372 are provided with communication control valves 374 and 375, respectively. Master shutoff valve 364
Reference numeral 366 denotes a normally-open valve which is in an open state while no current is supplied to the coil.
4 and the brake cylinder 74 for the left front wheel and the brake cylinder 78 for the left rear wheel. When the regenerative cooperative control is performed, the brake cylinder 6 is closed.
8, 78 are shut off from the pressurizing chambers 352, 354.

Further, the hydraulic control actuator 348 is
Pump device 380 as a power type hydraulic pressure source, and linear valve devices 382, 38 provided for each brake cylinder
4 inclusive. The pump device 380 includes a pump 386, a pump motor 388 for driving the pump 386, and a pump 38.
Accumulator 39 for storing hydraulic fluid discharged from 6
0, including an accumulator pressure sensor 392 for detecting the hydraulic pressure of the working fluid stored in the accumulator 390. Pump motor 388 is controlled such that the hydraulic fluid stored in accumulator 390 is kept within a set range. When the hydraulic pressure of the hydraulic fluid discharged from the pump 386 becomes excessive, the hydraulic fluid is returned to the low pressure side via the relief valve 394.

The linear valve device 382 includes a power type hydraulic pressure source 380, the front wheel side brake cylinder 74, and the reservoir 39.
The linear valve device 384 is provided between the power type hydraulic pressure source 380, the brake cylinder 78 on the rear wheel side, and the reservoir 396. Linear valve device 38
Reference numerals 2 and 384 include a pressure increasing linear valve 400 and a pressure reducing linear valve 402, respectively, as shown in FIG. The pressure-increasing linear valve 400 is
Fluid passage 4 connecting brake cylinder 74 and brake cylinders 74 and 78
10, and the pressure-reducing linear valve 402 is provided in a liquid passage 412 that connects the brake cylinders 74 and 78 and the reservoir 396. The pressure-increasing linear valve 400 and the pressure-reducing linear valve 402 have the same structure as the pressure-increasing linear valve and the pressure-reducing linear valve in the above embodiment.

In this embodiment, the brake cylinder pressure sensor 42 for detecting the hydraulic pressure of the brake cylinder is used.
0 is provided for each brake cylinder, and an output hydraulic pressure sensor 422 is provided between the power type hydraulic pressure source 380 of the hydraulic passage 410 and the linear valve devices 382, 384. Hydraulic pressure detected by output hydraulic pressure sensor 422 and accumulator pressure sensor 3
The pressure difference between the output hydraulic pressure sensor 4 and the detected hydraulic pressure by the output hydraulic pressure sensor 4 is different from the detected hydraulic pressure by the pressure loss in the liquid passage 410 between them.
22 and brake cylinder pressure sensor 420
From the detected hydraulic pressure. The control accuracy of the pressure-increasing linear valve 400 can be improved as compared with the case where the hydraulic pressure detected by the accumulator pressure sensor 392 is used. The pressure difference before and after the pressure-reducing linear valve 402 becomes the same as the brake cylinder pressure, so that the pressure difference is detected by the brake cylinder pressure sensor 420. Further, the operation stroke of the brake pedal 92 is determined by the stroke sensor 424.
And the hydraulic pressure in the pressurizing chambers 352 and 354 is detected by the master pressure sensors 426 and 428.

The pressure-increasing linear valve 400 and the pressure-reducing linear valve 402 are controlled in the same manner as in the above embodiment. In the present embodiment, the magnitude of the regenerative braking torque applied between the front wheel side and the rear wheel side may be different,
In that case, a linear valve device 382 provided for the front wheels and a linear valve device 384 provided for the rear wheels
In this case, different control may be performed, but also in this case, the required braking torque intended by the driver is applied.

The brake fluid pressure control device in each of the above embodiments is not limited to the regenerative cooperative control. For example, the brake fluid pressure is controlled so that a braking force corresponding to a required braking force intended by the driver is obtained. The present invention can also be applied to a device in which braking effect control or the like is performed. The present invention can also be applied to a vehicle braking system that does not include a regenerative braking device.
In this case, for example, the brake fluid pressure corresponding to the required total braking torque can be directly used as the required fluid pressure. Further, the present invention can be applied to an electric vehicle having no internal combustion drive device. Further, the hydraulic braking device included in the vehicle braking system is not limited to that in the above embodiment. For example, in the hydraulic braking device 70 of FIG. 2, a master cylinder with a hydro booster and a master cylinder can be used, and in the hydraulic braking device 346 of FIG. 21, the master cylinder can be a master cylinder with a hydro booster. Also,
An operating force sensor for detecting the operating force applied to the brake pedal 92 may be provided so that the required total braking torque Bref is determined based on a value detected by the operating force sensor. In addition, the present invention is carried out in the modes described in the section [Problems to be Solved by the Invention, Problem Solving Means and Effects], and in modes in which various changes and improvements are made based on the knowledge of those skilled in the art. be able to.

[Brief description of the drawings]

FIG. 1 is a schematic diagram of an entire vehicle braking system including a brake fluid pressure control device as a fluid pressure control device according to an embodiment of the present invention.

FIG. 2 is a circuit diagram of a hydraulic braking device of the vehicle braking system.

FIG. 3 is a sectional view of a linear valve device included in the hydraulic braking device.

FIG. 4 is a block diagram conceptually showing an outline of control in a brake ECU of the vehicle braking system.

FIG. 5 is a map showing a valve opening voltage determination table stored in a ROM of the brake ECU.

FIG. 6 is a flowchart showing a linear valve device control program stored in a ROM of the brake ECU.

FIG. 7 is a flowchart showing a hunting level detection program stored in a ROM of the brake ECU.

FIG. 8 is a flowchart showing a timer control program stored in a ROM of the brake ECU.

FIG. 9 is a flowchart showing an adaptive current determination program stored in a ROM of the brake ECU.

FIG. 10 is a flowchart showing a map correction program stored in a ROM of the brake ECU.

FIG. 11 is a diagram showing a state in which hunting levels are counted in accordance with the execution of the hunting level detection program.

FIG. 12 is a diagram conceptually showing a state in which an adaptive current is determined according to execution of the adaptive current determination program.

FIG. 13 is a diagram conceptually showing a state in which a table is modified according to the execution of the map modification program.

FIG. 14 is a RO of a brake ECU of a brake fluid pressure control device as a fluid pressure control device according to another embodiment of the present invention.
FIG. 7 is a diagram illustrating a state in which a hunting level is detected according to execution of a hunting level detection program stored in M.

FIG. 15 is a brake ECU of a brake fluid pressure control device as a fluid pressure control device according to still another embodiment of the present invention.
4 is a flowchart showing a feedback control gain changing program stored in a ROM of FIG.

FIG. 16 shows an RO of a brake ECU of a brake fluid pressure control device as a fluid pressure control device according to another embodiment of the present invention.
5 is a flowchart illustrating a control delay level detection program stored in M.

FIG. 17 is a diagram conceptually showing a state in which a hunting level is detected according to execution of the control delay level detection program.

FIG. 18 is a RO of a brake ECU of a brake fluid pressure control device as a fluid pressure control device according to another embodiment of the present invention.
5 is a flowchart illustrating a control delay level detection program stored in M.

FIG. 19 is a diagram conceptually showing a state in which a hunting level is detected according to execution of the control delay level detection program.

FIG. 20 is a schematic view of an entire vehicle braking system including a brake fluid pressure control device as a fluid pressure control device according to another embodiment of the present invention.

FIG. 21 is a circuit diagram of a hydraulic braking device of the vehicle braking system.

FIG. 22 is a sectional view of a linear valve device included in the hydraulic braking device.

[Description of Signs] 20, 304 Regenerative braking device 70, 346 Hydraulic braking device 72, 348 Hydraulic pressure control actuator 109, 382, 384 Linear valve device 110, 400 Pressure increasing linear valve 111, 402 Pressure reducing linear valve 150 Brake ECU

 ────────────────────────────────────────────────── ─── Continued on the front page (72) Inventor Satoru Niwa 1 Toyota Town, Toyota City, Aichi Prefecture Toyota Motor Corporation F-term (reference) 3D046 BB01 BB03 BB07 BB28 CC02 CC06 GG11 HH02 HH05 HH16 HH36 KK12 LL02 LL05 LL08 LL08 LL14 LL23 LL47 LL50 5E048 AA05 AB01

Claims (9)

[Claims] At least one electromagnetic control valve that switches from a non-operation state to an operation state when the supply current reaches an operation start current, and controlling a supply current to the electromagnetic control valve according to a predetermined rule. And a current control device for controlling the hydraulic pressure of a hydraulic operating device operated by hydraulic pressure, wherein the current control device comprises at least one of the one or more electromagnetic control valves. A hydraulic pressure control device, comprising: a current changing unit that changes the supply current from a magnitude according to the rule based on two operation intervals. 2. One or more electromagnetic control valves that switch from an inactive state to an active state when a supply current reaches an operation start current, and controlling a supply current to the electromagnetic control valve according to a predetermined rule. A current control device that controls the hydraulic pressure of a brake cylinder of a brake that is operated by hydraulic pressure, wherein the current control device comprises: one or more of the one or more electromagnetic control valves A brake fluid pressure control device, comprising: a current changing unit that changes the supply current from a magnitude according to the rule based on at least one operation interval. 3. The current control device increases the supply current in a stepwise manner according to the predetermined rule when the electromagnetic control valve switches from the non-operation state to the operation state, and then gradually increases the supply current. The brake fluid pressure control device according to claim 2, wherein 4. An operation interval detecting section according to claim 2, further comprising an operation interval detecting section for detecting said operation interval based on an interval at which a current supplied to said at least one electromagnetic control valve reaches said operation start current. Brake fluid pressure control device. 5. A change state of a difference between a target value of a hydraulic pressure of the brake cylinder and an actual hydraulic pressure in a case where at least one of the electromagnetic control valves is in an operating state. The brake fluid pressure control device according to any one of claims 2 to 4, further comprising means for changing the supply current based on: 6. The brake fluid pressure control device according to claim 2, wherein said current changing unit includes means for adding an adaptive current determined based on said operation interval to a supply current according to said rule. . 7. A target fluid for determining a supply current based on a target value of the hydraulic pressure of the brake cylinder when a change tendency of the target value of the hydraulic pressure of the brake cylinder is greater than a set tendency. The brake fluid pressure control device according to any one of claims 2 to 6, further comprising a pressure-corresponding current determination unit. 8. A feedforward current determining unit for determining a feedforward current based on a target value of the hydraulic pressure of the brake cylinder, and a feedback current determining a target value of the hydraulic pressure of the brake cylinder. And a feedback current determining unit that determines the supply current to the electromagnetic control valve based on the feedforward current and the feedback current. A current changing unit that corrects the feedforward current based on the operation interval; and a direction in which the operation interval changes even if the feedforward current is corrected by the feedforward current correction unit. A feedback current that corrects the feedback current if not Brake fluid pressure control apparatus according to any one of claims 2 to 7 including Tadashibu Prefecture. 9. One or more electromagnetic control valves that switch from a non-operating state to an operating state when a supply current reaches an operation start current, and controlling a supply current to the electromagnetic control valves according to a predetermined rule. And a current control device for controlling a hydraulic pressure of a brake cylinder of a brake operated by hydraulic pressure, wherein the current control device comprises: (a) the one or more electromagnetic control valves; Responsiveness evaluation based on at least one of a change state of the hydraulic pressure of the brake cylinder in at least one operation state of the above and (b) an operation interval of at least one of the one or more electromagnetic control valves. A brake fluid pressure control device, comprising: a current changing unit that changes the supply current from a magnitude according to the rule based on a value.