JP2006015876A - Brake control device - Google Patents

Brake control device Download PDF

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JP2006015876A
JP2006015876A JP2004195974A JP2004195974A JP2006015876A JP 2006015876 A JP2006015876 A JP 2006015876A JP 2004195974 A JP2004195974 A JP 2004195974A JP 2004195974 A JP2004195974 A JP 2004195974A JP 2006015876 A JP2006015876 A JP 2006015876A
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hydraulic pressure
valve
pressure
wheel cylinder
shut
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JP4313731B2 (en
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Satoshi Doi
諭志 土井
Chiharu Nakazawa
千春 中澤
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Hitachi Ltd
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Hitachi Ltd
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
    • B60T8/34—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition
    • B60T8/40—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition comprising an additional fluid circuit including fluid pressurising means for modifying the pressure of the braking fluid, e.g. including wheel driven pumps for detecting a speed condition, or pumps which are controlled by means independent of the braking system
    • B60T8/4072—Systems in which a driver input signal is used as a control signal for the additional fluid circuit which is normally used for braking
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
    • B60T8/34—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition
    • B60T8/40—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition comprising an additional fluid circuit including fluid pressurising means for modifying the pressure of the braking fluid, e.g. including wheel driven pumps for detecting a speed condition, or pumps which are controlled by means independent of the braking system
    • B60T8/404—Control of the pump unit
    • B60T8/4063—Control of the pump unit involving the direction of fluid flow

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  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Regulating Braking Force (AREA)

Abstract

<P>PROBLEM TO BE SOLVED: To provide a brake control device capable of miniaturizing a coil by reducing heat value of a shutoff valve. <P>SOLUTION: The brake control device is equipped with a hydraulic pressure source pressurizing a wheel cylinder according to a brake operation by a driver, the shutoff valve shutting off between a master cylinder and the wheel cylinder by carrying current to the coil during brake operation, a hydraulic pressure detection means detecting the hydraulic pressure in a brake hydraulic pressure circuit, and a control means for amount of turning on electricity increasing/decreasing the amount of turning on electricity carried to the coil according to the magnitude of the hydraulic pressure detected by the hydraulic pressure detection means. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

本発明は、複数系統のブレーキ液圧を制御可能なブレーキ制御装置に関する。   The present invention relates to a brake control device capable of controlling a plurality of brake fluid pressures.

車両に制動力を発生させるブレーキバイワイヤ制御として、特許文献１に記載の技術が開示されている。この技術では、ブレーキバイワイヤ制御時には、ノーマルオープン型の電磁開閉弁としてのマスタ遮断弁によってマスタシリンダとホイルシリンダとの間を遮断している。このマスタ遮断弁は、ON・OFF弁とされており、最大予想されるマスタシリンダ圧（約２０Mpa）に耐えうる程度の通電量により遮断されている。
特開２００２−３０８０７８号公報 As a brake-by-wire control for generating a braking force on a vehicle, a technique described in Patent Document 1 is disclosed. In this technology, during brake-by-wire control, the master cylinder and the wheel cylinder are blocked by a master cutoff valve as a normally open type electromagnetic on-off valve. This master shut-off valve is an ON / OFF valve, and is shut off by an energization amount sufficient to withstand the maximum expected master cylinder pressure (about 20 Mpa).
Japanese Patent Laid-Open No. 2002-308078

しかしながら、上述の従来技術にあっては、ブレーキバイワイヤ制御時に最大予想されるマスタシリンダ圧に耐えられる程度の通電量をコイルに流すため、常にコイルが発熱する。この発熱に耐えるためにはコイルを大型化しなければならないという問題があった。   However, in the above-described prior art, the coil always generates heat because an energization amount sufficient to withstand the maximum master cylinder pressure expected during brake-by-wire control is passed through the coil. In order to withstand this heat generation, there was a problem that the coil had to be enlarged.

本発明は、上述の従来の問題点に着目して成されたもので、遮断弁の発熱量を低減することでコイルの小型化を達成可能なブレーキ制御装置を提供することを目的としている。   The present invention has been made paying attention to the above-mentioned conventional problems, and an object of the present invention is to provide a brake control device that can achieve downsizing of the coil by reducing the amount of heat generated by the shut-off valve.

上述の目的を達成するため、本発明の車両制御装置は、ドライバのブレーキ操作に応じてホイルシリンダを加圧する液圧源と、ブレーキ操作中は、コイルに通電することによりマスタシリンダとホイルシリンダとの間を遮断する遮断弁と、ブレーキ液圧回路内の液圧を検出する液圧検出手段と、前記液圧検出手段により検出された液圧の大小に応じてコイルに通電する通電量を増減させる通電量制御手段とを備えた。   In order to achieve the above-described object, a vehicle control device according to the present invention includes a hydraulic pressure source that pressurizes a wheel cylinder in response to a driver's brake operation, and a master cylinder and a wheel cylinder that are energized during the brake operation. A shutoff valve for shutting off the fluid, a fluid pressure detecting means for detecting the fluid pressure in the brake fluid pressure circuit, and an energization amount to be supplied to the coil in accordance with the magnitude of the fluid pressure detected by the fluid pressure detecting means. And an energization amount control means.

よって、検出された液圧に基づいて通電量が制御されるため、無駄な通電量を削減することが可能となり、コイルの小型化を図ることができる。   Therefore, since the energization amount is controlled based on the detected hydraulic pressure, it is possible to reduce the useless energization amount and to reduce the size of the coil.

以下に、本発明を実施する最良の形態を実施例として図面に基づいて説明する。   The best mode for carrying out the present invention will be described below with reference to the drawings as an embodiment.

図１は実施例１のブレーキバイワイヤ制御を達成可能なブレーキ制御装置の全体構成を表す回路図である。ブレーキバイワイヤ制御時の液圧源として、正逆回転可能なモータ１により駆動する双方向ポンプ２が設けられている。ポンプ２には、リザーバタンク５と接続された第１油路３と、ホイルシリンダ６と接続された第２油路４が設けられている。第２油路４上には、ホイルシリンダ圧を検出する第２液圧センサ１２が設けられている。   FIG. 1 is a circuit diagram illustrating an overall configuration of a brake control device capable of achieving brake-by-wire control according to the first embodiment. As a hydraulic pressure source during brake-by-wire control, a bidirectional pump 2 that is driven by a motor 1 that can rotate forward and reverse is provided. The pump 2 is provided with a first oil passage 3 connected to the reservoir tank 5 and a second oil passage 4 connected to the wheel cylinder 6. A second hydraulic pressure sensor 12 that detects the wheel cylinder pressure is provided on the second oil passage 4.

リザーバタンク５には、ドライバのブレーキペダル操作により圧力を発生するマスタシリンダ７が設けられている。マスタシリンダ７には、ストロークシミュレータが設けられ、ブレーキバイワイヤ制御時におけるブレーキペダルのストロークを確保している。マスタシリンダ７には、ノーマルオープン型の遮断弁８に接続された第３油路９が接続されている。この第３油路９上には、マスタシリンダ圧を検出する第１液圧センサ１１が設けられている。   The reservoir tank 5 is provided with a master cylinder 7 that generates pressure by a driver's brake pedal operation. The master cylinder 7 is provided with a stroke simulator, which ensures a brake pedal stroke during brake-by-wire control. The master cylinder 7 is connected to a third oil passage 9 connected to a normally open shut-off valve 8. A first hydraulic pressure sensor 11 that detects the master cylinder pressure is provided on the third oil passage 9.

また、遮断弁８には、第２油路４（ホイルシリンダ６）と接続された第４油路１０が接続されている。ノーマルクローズ型の減圧弁１３には、第１油路３と接続された第５油路１４と、第２油路４と接続された第６油路１５が接続されている。すなわち、第１油路３と第２油路４とは、ポンプ２を迂回して第５油路１４、減圧弁１３及び第６油路１５により接続されている。   The shutoff valve 8 is connected to a fourth oil passage 10 connected to the second oil passage 4 (the wheel cylinder 6). A normally closed pressure reducing valve 13 is connected to a fifth oil passage 14 connected to the first oil passage 3 and a sixth oil passage 15 connected to the second oil passage 4. That is, the first oil passage 3 and the second oil passage 4 are connected by the fifth oil passage 14, the pressure reducing valve 13, and the sixth oil passage 15, bypassing the pump 2.

コントロールユニット２０には、第１液圧センサ１１及び第２液圧センサ１２の検出信号が入力され、必要な制動力を演算し、各電磁弁及びモータ１に対し駆動指令信号を出力する。   The control unit 20 receives detection signals from the first hydraulic pressure sensor 11 and the second hydraulic pressure sensor 12, calculates a necessary braking force, and outputs a drive command signal to each electromagnetic valve and the motor 1.

（ブレーキバイワイヤ制御作用）
次に、上記構成に基づくブレーキバイワイヤ制御作用について説明する。イグニッションがONとされると、システムが正常な場合は遮断弁８を閉じ、ブレーキバイワイヤ制御を実行する。 (Brake-by-wire control action)
Next, the brake-by-wire control action based on the above configuration will be described. When the ignition is turned on, when the system is normal, the shut-off valve 8 is closed and brake-by-wire control is executed.

・増圧制御
ドライバがブレーキペダルを踏み込み、マスタシリンダ圧が発生すると、コントロールユニット２０において、第１液圧センサ１１により検出された液圧値に基づいて要求制動力が演算される。この要求制動力に応じたモータ１の駆動信号が出力され、ポンプ２を正方向に駆動すると、リザーバタンク５から第１油路３を介してブレーキ液が吸入され、ポンプ２により発生した液圧がホイルシリンダ６に作用する。このとき、第２液圧センサ１２により検出された液圧値に基づいてフィードバック制御が実行され、所望のホイルシリンダ圧を確保する。 -Pressure increase control When the driver depresses the brake pedal and the master cylinder pressure is generated, the control unit 20 calculates the required braking force based on the hydraulic pressure value detected by the first hydraulic pressure sensor 11. When the drive signal of the motor 1 corresponding to the required braking force is output and the pump 2 is driven in the forward direction, the brake fluid is sucked from the reservoir tank 5 through the first oil passage 3, and the hydraulic pressure generated by the pump 2 Acts on the wheel cylinder 6. At this time, feedback control is executed based on the hydraulic pressure value detected by the second hydraulic pressure sensor 12 to ensure a desired wheel cylinder pressure.

・保持制御
ホイルシリンダ圧を保持する場合には、ポンプ２のリーク量を相殺可能なモータ１の駆動信号を出力し、ホイルシリンダ６の液圧を保持する。また、増圧制御から保持制御への移行時におけるホイルシリンダ圧のオーバーシュートを回避するためにポンプ２を一端逆方向に駆動してもよく、特に限定しない。 Holding control When the wheel cylinder pressure is held, a drive signal for the motor 1 capable of canceling the leak amount of the pump 2 is output, and the hydraulic pressure in the wheel cylinder 6 is held. Moreover, in order to avoid the overshoot of the wheel cylinder pressure at the time of the transition from the pressure increasing control to the holding control, the pump 2 may be driven in the opposite direction at one end, and is not particularly limited.

・減圧制御
ドライバがブレーキペダルを戻し、マスタシリンダ圧が減少すると、コントロールユニット２０において、減圧量が演算される。この減圧量に応じて減圧弁１３を開き、ホイルシリンダ６内の液圧を第６油路１５，第５油路１５及び第１油路３を介してリザーバタンク５に環流する。また、減圧弁１３による減圧では不十分な場合は、ポンプ２を逆方向に駆動し、ホイルシリンダ６内のブレーキ液を積極的にリザーバタンク５へ掻き出すように制御してもよく、特に限定しない。 Decompression control When the driver returns the brake pedal and the master cylinder pressure decreases, the control unit 20 calculates the depressurization amount. The pressure reducing valve 13 is opened in accordance with the pressure reduction amount, and the hydraulic pressure in the wheel cylinder 6 is circulated to the reservoir tank 5 through the sixth oil passage 15, the fifth oil passage 15 and the first oil passage 3. Further, when the pressure reduction by the pressure reducing valve 13 is not sufficient, the pump 2 may be driven in the reverse direction to control the brake fluid in the wheel cylinder 6 to be scraped out positively to the reservoir tank 5. .

尚、ブレーキバイワイヤ制御装置に異常が検出されたときは、遮断弁８への通電を停止し、遮断弁８を開くことでマスタシリンダ圧をホイルシリンダ６に作用させ、通常のブレーキ作動を確保する。   When an abnormality is detected in the brake-by-wire control device, energization to the shutoff valve 8 is stopped and the shutoff valve 8 is opened so that the master cylinder pressure is applied to the wheel cylinder 6 to ensure normal brake operation. .

（遮断弁の構成について）
次に、遮断弁８の構成について説明する。図２は遮断弁８の拡大断面図である。遮断弁８は、通電により電磁力を発生するコイル８１と、電磁力により作動するアーマチュア８２を備えている。ハウジングH1内に圧入されたバルブボディ８０は、軸方向貫通穴が形成されている。この軸方向貫通穴内にはアーマチュア８２と一体に作動するプランジャ８３と、プランジャ８３を開弁方向に付勢するスプリング８５と、シートバルブ８４が設けられている。シートバルブ８４には、軸心部に第３油路９と接続された軸心油路８４ａと、図中シートバルブ８４の上端に設けられ、シート面に連通するオリフィス穴８４ｂが設けられている。バルブボディ８０の側面には、第４油路１０と連通する径方向油路８０ａが形成されている。 (About the configuration of the shut-off valve)
Next, the configuration of the shutoff valve 8 will be described. FIG. 2 is an enlarged cross-sectional view of the shutoff valve 8. The shut-off valve 8 includes a coil 81 that generates an electromagnetic force when energized and an armature 82 that operates by the electromagnetic force. The valve body 80 press-fitted into the housing H1 has an axial through hole. A plunger 83 that operates integrally with the armature 82, a spring 85 that biases the plunger 83 in the valve opening direction, and a seat valve 84 are provided in the axial through hole. The seat valve 84 is provided with an axial center oil passage 84a connected to the third oil passage 9 in the shaft center portion, and an orifice hole 84b provided at the upper end of the seat valve 84 in the drawing and communicating with the seat surface. . A radial oil passage 80 a that communicates with the fourth oil passage 10 is formed on the side surface of the valve body 80.

コイル８１に通電が開始され、電磁力が発生すると、アーマチュア８２を図２中下方に吸引し、プランジャ８３をスプリング８５の付勢力に抗して引き下げる。すると、シートバルブ８４のシート面にプランジャ８３が当接し、オリフィス穴８４ｂを塞ぐことで第３油路９と第４油路１０とを遮断する。一方、コイル８１への通電が成されないときは、スプリング８５によりプランジャ８３は図２中上方に付勢され、オリフィス穴８４ｂは解放された状態となる。   When energization of the coil 81 is started and electromagnetic force is generated, the armature 82 is attracted downward in FIG. 2 and the plunger 83 is pulled down against the biasing force of the spring 85. Then, the plunger 83 comes into contact with the seat surface of the seat valve 84 and closes the orifice hole 84b to block the third oil passage 9 and the fourth oil passage 10 from each other. On the other hand, when the coil 81 is not energized, the plunger 83 is urged upward in FIG. 2 by the spring 85, and the orifice hole 84b is released.

ここで、マスタシリンダ圧はプランジャ８３を開弁する方向に作用するよう接続されている。ブレーキバイワイヤ制御では、運転者のブレーキペダル操作により発生するマスタシリンダ圧よりも高い圧力をホイルシリンダ６に供給することで、ブレーキブースタ等を排除した構成としている。そのため、ブレーキバイワイヤ制御が開始されると、高い制動力を得る場面では、マスタシリンダ圧よりもホイルシリンダ圧の方が高い状態が発生する局面が多々存在する。このとき、プランジャ８３には、マスタシリンダ圧とホイルシリンダ圧の差圧（マスタシリンダ圧<ホイルシリンダ圧）が閉弁方向に作用することとなる。すなわち、ブレーキバイワイヤ制御開始時に一端遮断弁８を閉じるように通電した後は、差圧によって自動的に閉弁するため無駄な通電量を排除できるものである。   Here, the master cylinder pressure is connected so as to act in the direction in which the plunger 83 is opened. In the brake-by-wire control, the brake booster and the like are eliminated by supplying the wheel cylinder 6 with a pressure higher than the master cylinder pressure generated by the driver's brake pedal operation. Therefore, when the brake-by-wire control is started, there are many situations where the wheel cylinder pressure is higher than the master cylinder pressure in a scene where a high braking force is obtained. At this time, a differential pressure between the master cylinder pressure and the wheel cylinder pressure (master cylinder pressure <wheel cylinder pressure) acts on the plunger 83 in the valve closing direction. That is, after energizing to close the one-way shut-off valve 8 at the start of brake-by-wire control, the valve is automatically closed by the differential pressure, so a wasteful energization amount can be eliminated.

図３はブレーキバイワイヤ制御時における遮断弁通電制御処理を表すフローチャートである。ステップ１０１においてマスタシリンダ圧が検出されると、ステップ１０２に進み、マスタシリンダ圧に応じて遮断弁８を閉状態に可能な通電量を出力する。   FIG. 3 is a flowchart showing a shutoff valve energization control process during brake-by-wire control. When the master cylinder pressure is detected in step 101, the process proceeds to step 102, and an energization amount capable of closing the shut-off valve 8 according to the master cylinder pressure is output.

図４は従来技術と実施例１の遮断弁通電制御処理における通電量の経時変化を表すタイムチャートである。時刻ｔ１において、ドライバがブレーキペダルを踏み込み、マスタシリンダ圧が発生すると、従来技術においてはON・OFF弁とされており、最大予想されるマスタシリンダ圧（約２０Mpa）に耐えうる程度の通電量により遮断されている。そして、マスタシリンダ圧が０となるまでは、この通電量が継続される。   FIG. 4 is a time chart showing the change over time in the energization amount in the shutoff valve energization control process of the prior art and Example 1. When the driver depresses the brake pedal at time t1 and the master cylinder pressure is generated, the conventional technology uses an ON / OFF valve, and the energization is sufficient to withstand the maximum expected master cylinder pressure (approximately 20 Mpa). Blocked. The energization amount is continued until the master cylinder pressure becomes zero.

これに対し、本実施例１では、マスタシリンダ圧が検出されると、遮断弁８に低電流で一度閉状態にしてしまえば、ホイルシリンダ圧がマスタシリンダ圧よりも高い場合には、遮断弁８は常に閉状態とすることができる。また、ホイルシリンダ圧がマスタシリンダ圧よりも低い場合には、遮断弁８にはマスタシリンダ圧が開弁方向に作用するため、このマスタシリンダ圧よりも若干高めの遮断力が得られる通電量をコイルに作用させる。これにより、確実に遮断弁８を遮断することが可能となり、従来技術に比べて無駄な通電量を削減することが可能となり、コイル発熱を抑制することができ、これに伴いコイルの小型化を図ることができる。   On the other hand, in the first embodiment, when the master cylinder pressure is detected, once the shut-off valve 8 is closed with a low current, the shut-off valve is turned off when the wheel cylinder pressure is higher than the master cylinder pressure. 8 can always be closed. Further, when the wheel cylinder pressure is lower than the master cylinder pressure, the master cylinder pressure acts on the shut-off valve 8 in the valve opening direction. Therefore, an energization amount that can obtain a shut-off force slightly higher than the master cylinder pressure is obtained. Act on the coil. As a result, the shut-off valve 8 can be reliably shut off, and a wasteful energization amount can be reduced as compared with the prior art, and coil heat generation can be suppressed. Can be planned.

次に、実施例２について説明する。基本的な構成は実施例１と同様であるため異なる点についてのみ説明する。図５は実施例２の遮断弁８を表す拡大断面図である。実施例１では、マスタシリンダ側の第３油路９が遮断弁８の開弁方向となる側に接続されていた。これに対し、実施例２では、ホイルシリンダ側の第４油路１０が遮断弁８の開弁方向となる側に接続されている点が異なる。   Next, Example 2 will be described. Since the basic configuration is the same as that of the first embodiment, only different points will be described. FIG. 5 is an enlarged sectional view showing the shutoff valve 8 of the second embodiment. In the first embodiment, the third oil passage 9 on the master cylinder side is connected to the side of the shutoff valve 8 in the valve opening direction. In contrast, the second embodiment is different in that the fourth oil passage 10 on the wheel cylinder side is connected to the side of the shut-off valve 8 in the valve opening direction.

図６は、ブレーキバイワイヤ制御時における遮断弁通電制御処理を表すフローチャートである。ステップ２０１においてホイルシリンダ圧が検出されると、ステップ２０２に進み、ホイルシリンダ圧に応じて遮断弁８を閉状態に可能な通電量を出力する。   FIG. 6 is a flowchart showing a shutoff valve energization control process during brake-by-wire control. When the wheel cylinder pressure is detected in step 201, the process proceeds to step 202, and an energization amount capable of closing the shutoff valve 8 according to the wheel cylinder pressure is output.

すなわち、ホイルシリンダ圧が検出されると、遮断弁８に低電流で一度閉状態にしてしまえば、マスタシリンダ圧がホイルシリンダ圧よりも高い場合には、遮断弁８は常に閉状態とすることができる。また、ホイルシリンダ圧がマスタシリンダ圧よりも高い場合には、遮断弁８にはホイルシリンダ圧が開弁方向に作用するため、このホイルシリンダ圧よりも若干高めの遮断力が得られる通電量をコイルに作用させる。これにより、確実に遮断弁８を遮断することが可能となり、実施例１と同様の作用効果を得ることができる。   That is, once the wheel cylinder pressure is detected, once the shut-off valve 8 is closed at a low current, the shut-off valve 8 is always closed when the master cylinder pressure is higher than the wheel cylinder pressure. Can do. Further, when the wheel cylinder pressure is higher than the master cylinder pressure, the wheel cylinder pressure acts on the shut-off valve 8 in the valve opening direction. Therefore, an energization amount that can obtain a shut-off force slightly higher than the wheel cylinder pressure is obtained. Act on the coil. Thereby, it becomes possible to shut off the shut-off valve 8 with certainty, and the same effect as that of the first embodiment can be obtained.

次に、実施例３について説明する。基本的な構成は実施例１と同様であるため異なる点についてのみ説明する。図７は、ブレーキバイワイヤ制御時における遮断弁通電制御処理を表すフローチャートである。ステップ３０１では、第１液圧センサ１１と第２液圧センサ１２の差圧、すなわちマスタシリンダ圧とホイルシリンダ圧の差圧を演算し、差圧が発生しているときはステップ３０２へ進み、差圧に応じて遮断弁８を閉状態に可能な通電量を出力する。   Next, Example 3 will be described. Since the basic configuration is the same as that of the first embodiment, only different points will be described. FIG. 7 is a flowchart showing a shutoff valve energization control process at the time of brake-by-wire control. In step 301, the differential pressure between the first hydraulic pressure sensor 11 and the second hydraulic pressure sensor 12, that is, the differential pressure between the master cylinder pressure and the wheel cylinder pressure is calculated. If a differential pressure is generated, the process proceeds to step 302. An energization amount capable of closing the shut-off valve 8 according to the differential pressure is output.

図８は従来技術と実施例３の遮断弁通電制御処理における通電量の経時変化を表すタイムチャートである。時刻ｔ１１において、ドライバがブレーキペダルを踏み込み、マスタシリンダ圧が発生すると、従来技術においてはON・OFF弁とされており、最大予想されるマスタシリンダ圧（約２０Mpa）に耐えうる程度の通電量により遮断されている。そして、マスタシリンダ圧が０となるまでは、この通電量が継続される。   FIG. 8 is a time chart showing the change over time in the energization amount in the shutoff valve energization control process of the prior art and Example 3. At time t11, when the driver depresses the brake pedal and the master cylinder pressure is generated, it is considered as an ON / OFF valve in the prior art, and the energization amount is enough to withstand the maximum expected master cylinder pressure (about 20 Mpa). Blocked. The energization amount is continued until the master cylinder pressure becomes zero.

これに対し、本実施例３では、マスタシリンダ圧とホイルシリンダ圧の差圧が検出された場合、遮断弁８に低電流で一度閉状態にしてしまえば、ホイルシリンダ圧がマスタシリンダ圧よりも高い場合には、遮断弁８は常に閉状態とすることができる。また、マスタシリンダ圧がホイルシリンダ圧より高く、差圧に基づく通電量としてマイナス側の値が演算された場合には遮断弁８を閉状態にできる通電量だけでよい。また、ホイルシリンダ圧がマスタシリンダ圧よりも低い場合には、遮断弁８にはマスタシリンダ圧とホイルシリンダ圧との差圧が開弁方向に作用するため、この差圧よりも若干高めの遮断力が得られる通電量をコイルに作用させる。これにより、確実に遮断弁８を遮断することが可能となり、従来技術に比べて無駄な通電量を削減することができる。更に、実施例１，２に比べても大幅に通電量を削減することが可能となり、実施例１の作用効果を更に顕著に得ることができる。   On the other hand, in the third embodiment, when the differential pressure between the master cylinder pressure and the wheel cylinder pressure is detected, if the shut-off valve 8 is once closed at a low current, the wheel cylinder pressure is higher than the master cylinder pressure. If it is high, the shut-off valve 8 can always be closed. Further, when the master cylinder pressure is higher than the wheel cylinder pressure and a negative value is calculated as the energization amount based on the differential pressure, only the energization amount that can close the shut-off valve 8 is sufficient. Further, when the wheel cylinder pressure is lower than the master cylinder pressure, the differential pressure between the master cylinder pressure and the wheel cylinder pressure acts on the shut-off valve 8 in the valve opening direction, so that the shut-off is slightly higher than this differential pressure. The amount of energization that provides force is applied to the coil. As a result, the shut-off valve 8 can be reliably shut off, and a wasteful energization amount can be reduced as compared with the prior art. Furthermore, compared to the first and second embodiments, the energization amount can be greatly reduced, and the operational effects of the first embodiment can be obtained more remarkably.

尚、実施例３では、マスタシリンダ側の第３油路９が遮断弁８の開弁方向となる側に接続されていたが、この構成に限られず、例えば実施例２で示したように、ホイルシリンダ側の第４油路１０が遮断弁８の開弁方向となる側に接続されていてもよい。このときは、遮断弁８に低電流で一度閉状態にしてしまえば、マスタシリンダ圧がホイルシリンダ圧よりも高い場合には、遮断弁８は常に閉状態とすることができる。よって、差圧に基づく通電量としてマイナス側の値が演算された場合には遮断弁８を閉状態にできる通電量だけでよい。また、マスタシリンダ圧がホイルシリンダ圧よりも低い場合には、遮断弁８にはマスタシリンダ圧とホイルシリンダ圧との差圧が開弁方向に作用するため、この差圧よりも若干高めの遮断力が得られる通電量をコイルに作用させる。これにより、確実に遮断弁８を遮断することが可能となる。   In the third embodiment, the third oil passage 9 on the master cylinder side is connected to the side in the valve opening direction of the shut-off valve 8. However, the present invention is not limited to this configuration. For example, as shown in the second embodiment, The fourth oil passage 10 on the wheel cylinder side may be connected to the side in the valve opening direction of the shutoff valve 8. At this time, once the shutoff valve 8 is closed with a low current, the shutoff valve 8 can be always closed when the master cylinder pressure is higher than the wheel cylinder pressure. Therefore, when a negative value is calculated as the energization amount based on the differential pressure, only the energization amount that can close the shut-off valve 8 is sufficient. Further, when the master cylinder pressure is lower than the wheel cylinder pressure, a differential pressure between the master cylinder pressure and the wheel cylinder pressure acts on the shutoff valve 8 in the valve opening direction, so that the shutoff is slightly higher than this differential pressure. The amount of energization that provides force is applied to the coil. As a result, the shutoff valve 8 can be reliably shut off.

実施例１のブレーキ制御装置の全体システム図である。1 is an overall system diagram of a brake control device according to a first embodiment. 実施例１の遮断弁の構成を表す拡大断面図である。3 is an enlarged cross-sectional view illustrating a configuration of a shutoff valve according to Embodiment 1. FIG. 実施例１の遮断弁通電制御処理を表すフローチャートである。3 is a flowchart illustrating a shutoff valve energization control process according to the first embodiment. 実施例１の遮断弁通電制御処理の経時変化を表すタイムチャートである。3 is a time chart illustrating a change with time of a shutoff valve energization control process according to the first embodiment. 実施例２の遮断弁の構成を表す拡大断面図である。6 is an enlarged cross-sectional view illustrating a configuration of a shutoff valve according to Embodiment 2. FIG. 実施例２の遮断弁通電制御処理を表すフローチャートである。6 is a flowchart illustrating a shutoff valve energization control process according to the second embodiment. 実施例３の遮断弁通電制御処理を表すフローチャートである。6 is a flowchart illustrating a shutoff valve energization control process according to a third embodiment. 実施例３の遮断弁通電制御処理の経時変化を表すタイムチャートである。10 is a time chart showing a change with time of a shutoff valve energization control process of Example 3.

符号の説明Explanation of symbols

１ モータ
２ ポンプ
６ ホイルシリンダ
７ マスタシリンダ
８ 遮断弁
１１ 第１液圧センサ
１２ 第２液圧センサ DESCRIPTION OF SYMBOLS 1 Motor 2 Pump 6 Wheel cylinder 7 Master cylinder 8 Shut-off valve 11 1st hydraulic pressure sensor 12 2nd hydraulic pressure sensor

Claims (4)

ドライバのブレーキ操作に応じてホイルシリンダを加圧する液圧源と、
ブレーキ操作中は、コイルに通電することによりマスタシリンダとホイルシリンダとの間を遮断する遮断弁と、
ブレーキ液圧回路内の液圧を検出する液圧検出手段と、
前記液圧検出手段により検出された液圧の大小に応じてコイルに通電する通電量を増減させる通電量制御手段と、
を備えたことを特徴とするブレーキ制御装置。 A hydraulic pressure source that pressurizes the wheel cylinder according to the driver's brake operation;
A shut-off valve that shuts off the master cylinder and the wheel cylinder by energizing the coil during brake operation,
Hydraulic pressure detecting means for detecting the hydraulic pressure in the brake hydraulic pressure circuit;
An energization amount control means for increasing or decreasing an energization amount to energize the coil in accordance with the magnitude of the hydraulic pressure detected by the hydraulic pressure detection means;
A brake control device comprising: ドライバのブレーキ操作に応じてホイルシリンダを加圧する液圧源と、
ブレーキ操作中は、コイルに通電することによりマスタシリンダとホイルシリンダとの間を遮断し、マスタシリンダ圧が開弁方向に作用するように配置された遮断弁と、
マスタシリンダと前記遮断弁との間の液圧を検出する液圧検出手段と、
前記液圧検出手段により検出された液圧の大小に応じ、かつ、遮断弁の開弁圧がマスタシリンダ圧以上となるようにコイルに通電する通電量制御手段と、
を備えたことを特徴とするブレーキ制御装置。 A hydraulic pressure source that pressurizes the wheel cylinder according to the driver's brake operation;
During braking operation, the coil is energized to shut off between the master cylinder and the wheel cylinder, and a shut-off valve arranged so that the master cylinder pressure acts in the valve opening direction;
Hydraulic pressure detecting means for detecting hydraulic pressure between the master cylinder and the shutoff valve;
An energization amount control means for energizing the coil in accordance with the magnitude of the hydraulic pressure detected by the hydraulic pressure detection means and so that the valve opening pressure of the shut-off valve is equal to or higher than the master cylinder pressure;
A brake control device comprising: 請求項１に記載のブレーキ制御装置において、
前記液圧検出手段は、前記遮断弁とホイルシリンダとの間の圧力を検出するホイルシリンダ圧センサであり、
前記遮断弁は、前記ホイルシリンダ圧が開弁方向に作用するように配置したことを特徴とするブレーキ制御装置。 The brake control device according to claim 1, wherein
The fluid pressure detecting means is a wheel cylinder pressure sensor that detects a pressure between the shut-off valve and a wheel cylinder,
The brake control device according to claim 1, wherein the shut-off valve is arranged so that the wheel cylinder pressure acts in a valve opening direction. 請求項１ないし３に記載のブレーキ制御装置において、
前記液圧検出手段として、マスタシリンダ圧を検出する第１液圧センサと、ホイルシリンダ圧を検出する第２液圧センサとを設けると共に、前記第１液圧センサ及び前記第２液圧センサにより検出された圧力差を演算する差分演算手段を設け、
前記通電量制御手段は、前記差分演算手段により演算された差分の大小に応じて通電量を増減させることを特徴とするブレーキ制御装置。 The brake control device according to any one of claims 1 to 3,
As the hydraulic pressure detecting means, a first hydraulic pressure sensor for detecting a master cylinder pressure and a second hydraulic pressure sensor for detecting a wheel cylinder pressure are provided, and the first hydraulic pressure sensor and the second hydraulic pressure sensor A difference calculating means for calculating the detected pressure difference is provided,
The brake control device characterized in that the energization amount control means increases or decreases the energization amount according to the magnitude of the difference calculated by the difference calculation means.
JP2004195974A 2004-07-01 2004-07-01 Brake control device Expired - Fee Related JP4313731B2 (en)

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Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2008230317A (en) * 2007-03-17 2008-10-02 Hitachi Ltd Brake control system
US7533944B2 (en) 2006-06-28 2009-05-19 Toyota Jidosha Kabushiki Kaisha Brake control apparatus and brake control method
WO2011076484A1 (en) * 2009-12-23 2011-06-30 Robert Bosch Gmbh Magnetic valve device
CN102189984A (en) * 2010-03-11 2011-09-21 日立汽车系统株式会社 Hydraulic pressure control apparatus

Cited By (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US7533944B2 (en) 2006-06-28 2009-05-19 Toyota Jidosha Kabushiki Kaisha Brake control apparatus and brake control method
JP2008230317A (en) * 2007-03-17 2008-10-02 Hitachi Ltd Brake control system
WO2011076484A1 (en) * 2009-12-23 2011-06-30 Robert Bosch Gmbh Magnetic valve device
CN102666226A (en) * 2009-12-23 2012-09-12 罗伯特·博世有限公司 Magnetic valve device
US10184584B2 (en) 2009-12-23 2019-01-22 Robert Bosch Gmbh Magnetic valve device
CN102189984A (en) * 2010-03-11 2011-09-21 日立汽车系统株式会社 Hydraulic pressure control apparatus
CN102189984B (en) * 2010-03-11 2014-12-17 日立汽车系统株式会社 Hydraulic pressure control apparatus

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