JP2006103351A - Anti-lock brake controlling device of vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide an anti-lock brake controlling device for a vehicle comprising an inlet side solenoid valve interposed between a hydraulic pressure generating means to emit a hydraulic pressure complying with the braking operation and each wheel brake and an outlet side solenoid valve interposed between the wheel brake and a reserver, in which the actuations of the two valves are controlled by a control unit so that the decompressing, holding, and boosting modes for the brake hydraulic pressure are repeated in the sequence as named when the anti-lock brake control is conducted, whereby capable of enhancing the responsiveness at the time of transition from the holding mode to the boosting mode. <P>SOLUTION: At least the inlet side solenoid valve is formed so that the duty control is possible in the half opened condition, and in the holding mode with the outlet valve closed, the control unit controls the duty of the inlet valve so as to increase the brake hydraulic pressure gradually in accordance with the time elapse while the change is made step by step to the full open side with the elapse of the time from a certain duty corresponding to the specified half opened condition. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention includes a hydraulic pressure generating means for outputting a hydraulic pressure corresponding to the operation of the brake operating member and an electromagnetic inlet valve interposed between the wheel brakes, an electromagnetic outlet valve interposed between the wheel brakes and the reservoir, A vehicle comprising: a control unit that controls the operation of the electromagnetic inlet valve and the electromagnetic outlet valve so that the brake fluid pressure reducing, holding, and pressure increasing modes acting on the wheel brakes during antilock brake control are repeated in this order. The present invention relates to an anti-lock brake control device.

Such an anti-lock brake control device is already known, for example, from Patent Document 1.
JP-A-8-258690

  However, in the above-described conventional one, the electromagnetic inlet valve and the electromagnetic outlet valve are configured to be either fully open or fully closed. In the holding mode during antilock brake control, the inlet side and the electromagnetic outlet valve Are both in a closed state, and when shifting from the holding mode to the pressure increasing mode, it may take a long time to reach the required hydraulic pressure, and it is difficult to say that the response is excellent.

  The present invention has been made in view of such circumstances, and an object of the present invention is to provide an antilock brake control device for a vehicle with improved responsiveness at the time of transition from the holding mode to the pressure increasing mode.

  In order to achieve the above object, the present invention provides a hydraulic pressure generating means for outputting a hydraulic pressure corresponding to an operation of a brake operating member and an electromagnetic inlet valve interposed between wheel brakes, and an intermediary between a wheel brake and a reservoir. The operation of the electromagnetic inlet valve and the electromagnetic outlet valve is performed in such a manner that the pressure reducing, holding and pressure increasing modes of the brake fluid pressure acting on the wheel brake during the anti-lock brake control are repeated in this order. An anti-lock brake control device for a vehicle comprising a control unit for controlling, wherein at least the electromagnetic inlet valve is configured to be capable of duty control in a half-open state between its full open and full close, and the control unit includes the electromagnetic outlet In the holding mode with the valve closed, the duty of the electromagnetic inlet valve is a constant duty according to a predetermined half-open state And controls so as to increase gradually in accordance with the stepwise change is allowed by the time elapsed brake fluid pressure of the wheel brake in the fully open side according to al period of time.

  According to such a configuration of the invention, in the holding mode during the anti-lock brake control, the brake fluid pressure of the wheel brake is gradually increased as time passes, and the mode is switched from the holding mode to the pressure increasing mode. When it is changed, the brake fluid pressure of the wheel brake is higher than that at the start of the holding mode, so the time required to reach the required fluid pressure in the pressure increasing mode can be shortened and the responsiveness can be improved. .

  DESCRIPTION OF THE PREFERRED EMBODIMENTS Embodiments of the present invention will be described below based on one embodiment of the present invention shown in the accompanying drawings.

  1 to 7 show an embodiment of the present invention, FIG. 1 is a brake hydraulic circuit diagram of a brake device for a passenger vehicle, FIG. 2 is a longitudinal sectional view of an electromagnetic inlet valve, and FIG. 3 is a valve shaft. FIG. 4 is a diagram showing a configuration of a driving device for an electromagnetic inlet valve, FIG. 5 is a diagram showing a change in wheel speed and brake fluid pressure corresponding to a control mode during antilock brake control. FIG. 6 is a diagram showing a change in duty of the electromagnetic inlet valve in each control mode of pressure reduction, holding and pressure increasing, and FIG. 7 is a diagram showing a duty setting map in the holding mode.

  First, in FIG. 1, a tandem master cylinder M that is a hydraulic pressure generating means includes first and second output ports that generate brake hydraulic pressure in accordance with a pedaling force applied by a vehicle driver to a brake pedal P that is a brake operating member. 1 and 2 between the first output hydraulic pressure path 3 connected to the first output port 1 and the left front wheel brake BA and the right rear wheel brake BB. VB between the second output hydraulic pressure path 4 connected to the second output port 2 and the right front wheel brake BC and the left rear wheel brake BD, respectively. , VD are provided respectively.

  Each of the hydraulic pressure control valve means VA to VD includes electromagnetic inlet valves 5A to 5B individually corresponding to the left front wheel brake BA, the right rear wheel brake BB, the right front wheel brake BC and the left rear wheel brake BD. 5D, check valves 7A to 7D connected in parallel to the respective electromagnetic inlet valves 5A to 5D, and electromagnetic outlet valves 6A to 6D individually corresponding to the respective wheel brakes BA to BD, the electromagnetic inlet valve 5A ˜5D are normally open linear solenoid valves, and the electromagnetic outlet valves 6A to 6D are normally closed solenoid valves.

  The electromagnetic inlet valves 5A and 5B corresponding to the first output hydraulic pressure path 3 are interposed between the first output hydraulic pressure path 3 and the left front wheel brake BA and the right rear wheel brake BB. The electromagnetic outlet valves 6A and 6B corresponding to the first output hydraulic pressure path 3 include a single first reservoir 8A corresponding to the first output hydraulic pressure path 3, a left front wheel brake BA and a right rear wheel. It is interposed between the brake BB. The first reservoir 8A is connected to the suction side of the first pump 10A through which the brake fluid can be pumped from the first reservoir 8A via the first suction valve 9A, and the discharge side of the first pump 10A is connected to the first discharge valve 11A and the first discharge valve 11A. The first output hydraulic pressure path 3 is connected to the first damper 12A.

  The electromagnetic inlet valves 5C and 5D corresponding to the second output hydraulic pressure path 4 are interposed between the second output hydraulic pressure path 4 and the right front wheel brake BC and the left rear wheel brake BD. . The electromagnetic outlet valves 6C and 6D corresponding to the second output hydraulic pressure path 4 include a single second reservoir 8B corresponding to the second output hydraulic pressure path 4, the right front wheel brake BC and the left rear wheel. It is interposed between the brake BD. A suction side of a second pump 10B capable of pumping brake fluid from the second reservoir 8B is connected to the second reservoir 8B via a second suction valve 9B, and a discharge side of the second pump 10B is connected to the second discharge valve 11B and the second reservoir 8B. It is connected to the second output hydraulic pressure path 4 via the 2 damper 12B.

  The check valves 7A to 7D are connected in parallel to the electromagnetic inlet valves 5A to 5D so as to allow the flow of brake fluid from the corresponding wheel brakes BA to BD to the master cylinder M.

  The operation of each of the hydraulic pressure control valve means VA to VD, that is, the operation of each of the electromagnetic inlet valves 5A to 5D and each of the electromagnetic outlet valves 6A to 6D, and the operation of the first and second pumps 10A and 10B Be controlled.

  Each of the hydraulic control valve means VA to VD communicates between the master cylinder M and the wheel brakes BA to BD and the wheel brakes BA to BD by the control unit C during normal braking in which each wheel is not likely to be locked. And it controls to the state which interrupts | blocks between the reservoirs 8A and 8B. That is, the electromagnetic outlet valves 6A to 6A are closed by non-energization, and the electromagnetic inlet valves 5A to 5A are opened by non-energization, and are output from the first output port 1 of the master cylinder M. The brake fluid pressure acts on the left front wheel wheel brake BA via the electromagnetic inlet valve 5A, and acts on the right rear wheel wheel brake BB via the electromagnetic inlet valve 5B. The brake hydraulic pressure output from the second output port 2 of the master cylinder M acts on the right front wheel wheel brake BC via the electromagnetic inlet valve 5C, and the left rear wheel wheel brake via the electromagnetic inlet valve 5D. Acts on BD.

  The hydraulic pressure control valve means corresponding to the wheel that is about to enter the locked state among the hydraulic pressure control valve means VA to VD when the wheel is about to enter the locked state during the brake is the control unit C. Thus, the master cylinder M and the wheel brakes BA to BD are shut off and the wheel brakes BA to BD and the reservoirs 8A and 8B are connected to each other. That is, among the electromagnetic inlet valves 5A to 5D, the normally open solenoid valve corresponding to the wheel that is about to enter the locked state is closed by energization, and the electromagnetic outlet valves 6A to 6D are connected to the wheels. The corresponding normally closed solenoid valve is opened by energization. Thereby, a part of the brake fluid pressure of the wheel that is about to enter the locked state is absorbed by the first reservoir 8A or the second reservoir 8B, and the brake fluid pressure of the wheel that is about to enter the locked state is reduced. It will be.

  Further, when the brake fluid pressure is kept constant, each of the fluid pressure control valve means VA to VD causes the control unit C to shut off the wheel brakes BA to BD from the reservoirs 8A and 8B, and to fluid pressure from the master cylinder M. It is controlled so as to limit the action. That is, the electromagnetic outlet valves 6A to 6D are closed by de-energization, and the electromagnetic inlet valves 5A to 5D change the hydraulic pressure downstream of the electromagnetic inlet valves 5A to 5D linearly by controlling the applied current. The energization is controlled. Further, when the brake fluid pressure is increased, the electromagnetic outlet valves 6A to 6D are closed by de-energization, and the electromagnetic inlet valves 5A to 5D control the current applied to the electromagnetic inlet valves 5A to 5D. Thus, the hydraulic pressure downstream of the electromagnetic inlet valves 5A to 5D is linearly controlled according to the applied current.

  Incidentally, the first and second pumps 10A and 10B are controlled by the control unit C so as to operate during the anti-lock brake control, and the brake fluid in the first and second reservoirs 8A and 8B is the first and second pumps. The second pumps 10A and 10B are recirculated to the master cylinder M side. Such recirculation of the brake fluid can prevent an increase in the amount of depression of the brake pedal P due to the absorption of the brake fluid into the first and second reservoirs 8A and 8B. Moreover, since the pulsations of the discharge pressures of the first and second pumps 10A and 10B are absorbed by the first and second dampers 12A and 12B, the operation feeling of the brake pedal P is not hindered by the reflux.

  In this way, at the time of anti-lock brake control, the electromagnetic outlet valves 6A to 6D are turned on / off by the control unit C to switch between full open and full closed, whereas each electromagnetic inlet valve 5A to 5D is fully opened. Enables duty control in the fully closed and half open states, and is controlled by an on / off current and an intermediate current between the on and off states. Of the electromagnetic inlet valves 5A to 5D configured to linearly change the hydraulic pressure on the wheel brakes BA to BD side, the configuration of the electromagnetic inlet valve 5A will be described below with reference to FIG.

  In FIG. 2, the electromagnetic inlet valve 5 </ b> A is composed of a solenoid portion 14 that exhibits electromagnetic force and a valve portion 15 that is driven by the solenoid portion 14, and is opened on one surface 16 a of a fixed support block 16. Thus, the valve portion 15 is accommodated in the mounting hole 17 provided in the support block 16, and the solenoid portion 14 protrudes from the one surface 16 a of the support block 16.

  The valve portion 15 includes a valve housing 18 formed of a magnetic metal into a stepped cylindrical shape. The valve housing 18 is fitted into the mounting hole 17 of the support block 16. A retaining ring 19 that engages with the valve housing 18 and prevents the valve housing 18 from being detached from the mounting hole 17 is fitted to the inner surface of the mounting hole 17 near the opening end. In addition, annular seal members 20 and 21 are mounted at two positions on the outer surface of the valve housing 18 that are spaced apart in the axial direction, and between the seal members 20 and 21 between the support block 16 and the valve housing 18. An annular chamber 22 is formed.

  A cylindrical valve seat member 23 is press-fitted and fixed to the valve housing 18. A valve shaft 24 made of a non-magnetic material is slidably fitted in the valve housing 18, and an output chamber 25 is formed between one end of the valve shaft 24 and the valve seat member 23, and faces the output chamber 25. Thus, a spherical valve body 26 that can be seated on the valve seat 23 a formed on the valve seat member 23 is fixed to one end of the valve shaft 24. In addition, a return spring 27 is provided between one end of the valve shaft 24 and the valve seat member 23 to urge the valve shaft 24, that is, the valve body 26 in a direction away from the valve seat member 23.

  A filter 29 is attached to the valve housing 18 so as to be interposed between the hydraulic pressure path 28 provided in the support block 16 and connected to the first output hydraulic pressure path 3 and the valve seat member 23. A filter 30 is mounted on the outer periphery of the valve housing 18 at a portion facing the annular chamber 22, and a passage 31 for allowing the output chamber 25 to communicate with the annular chamber 22 through the filter 30 is provided in the valve housing 18. . The annular chamber 22 communicates with the left front wheel wheel brake BA, and the support block 16 is provided with a hydraulic path 32 for communicating the annular chamber 22 with the left front wheel wheel brake BA. Further, the valve housing 18 is opened between the valve seat member 23 and the filter 29 when the pressure in the hydraulic pressure passage 28 is lower than that in the annular chamber 22, and the brake fluid in the annular chamber 22 is returned to the hydraulic pressure passage 28 side. A check valve 7A is provided.

  The solenoid unit 14 guides the movement of the armature 36 toward and away from the fixed core 35, the armature 36 that is coaxially connected to the other end of the valve shaft 24 in the valve unit 15 and faces the fixed core 35. Guide cylinder 37, a bobbin 38 surrounding the guide cylinder 37, a coil 39 wound around the bobbin 38, a magnetic path frame 40 surrounding the coil 39, and the magnetic path frame 40 and the bobbin 38. The coiled spring 41 is provided.

  The fixed core 35 is formed in a cylindrical shape, and is coaxially and integrally connected to the central portion of one end of the valve housing 18. The guide cylinder 37 is formed in a thin bottomed cylindrical shape with a hemispherical closed end at one end made of a nonmagnetic material such as stainless steel, and the distal end of the fixed core 35 is connected to the other end of the guide cylinder 37. And the other end of the guide tube 37 is fixed to the fixed core 35 by welding, for example. In addition, the guide cylinder 37 protrudes from the one surface 16 a of the support block 16 in the mounting state of the valve housing 18 in the mounting hole 17.

  The bobbin 38 has a center hole 38a through which the guide cylinder 37 is inserted and is formed of synthetic resin. A coil 39 is wound around the bobbin 38.

  The magnetic path frame 40 includes a magnetic path cylinder 42 that surrounds the bobbin 38 and the coil 39. A ring plate-like magnetic path plate 43 that abuts on the bobbin 38 is caulked and engaged with one end of the magnetic path tube 42 so that the closed end of the guide tube 37 protrudes from the center.

  On the other hand, the other end of the magnetic path cylinder 42 is integrally provided with a ring plate-like contact plate portion 42a that contacts the one end of the valve housing 18 around the fixed core 35, and this contact plate portion 42a. The base portion of the fixed core 35 is fitted to the inner periphery of the fixed core 35. The other end of the coiled spring 41 having one end abutted against the abutting plate portion 42 a is abutted against the bobbin 38.

  An armature 36 that can move toward and away from the fixed core 35 is housed in the guide cylinder 37, and one end of the valve shaft 24 that movably penetrates the fixed core 35 is coaxial with the armature 36. Abutted. By the way, the valve shaft 24 is biased in a direction away from the valve seat member 23 by the spring force of the return spring 27, and the other end of the valve shaft 24 is always in contact with the armature 36. In response to the axial movement of the armature 36, the valve shaft 24, that is, the valve body 26 also moves in the axial direction.

  That is, in a state where the magnetic attractive force toward the fixed core 35 is not acting on the armature 36, the armature 36 is in a retracted position by the spring force of the return spring 27 until it is received at one end closed portion of the guide cylinder 37. At this time, the valve body 26 is separated from the valve seat member 23, and the electromagnetic inlet valve 5A is in the open state. When the armature 36 is magnetically attracted to the fixed core 35 until the valve body 26 is seated on the valve seat member 23, the electromagnetic inlet valve 5A is closed.

  By the way, a combined force of the hydraulic pressure and the spring force of the return spring 27 acts on one end of the valve shaft 24 due to the hydraulic pressure of the output chamber 25, while an armature 36 is fixed to the other end of the valve shaft 24. The magnetic attraction force attracted to the core 35 side acts, and the valve shaft 24 is stroke-operated so that the resultant force of the fluid pressure and the spring force is balanced with the magnetic attraction force. Therefore, the magnetic attraction force for attracting the armature 36 toward the fixed core 35 can be changed by controlling the energization amount to the coil 39 by the control unit C so as to be an intermediate value between on and off.

  On the other hand, the opposed surfaces 35 a and 36 a of the fixed core 35 and the armature 36 are formed as tapered surfaces that increase in diameter as they move away from the output chamber 25.

  When the opposing surfaces 35a and 36a of the fixed core 35 and the armature 36 are formed in a tapered surface in this way, the opposing distance between the fixed core 35 and the armature 36 (in a direction perpendicular to the tapered surface) compared to the axial stroke amount of the armature 36. The change in the suction force generated between the opposed surfaces 35a and 36a is smaller than the change in the axial stroke. Moreover, the suction force that actually acts in the axial direction is the Sin component of the suction force generated between the opposing surfaces 35a and 36a, and with respect to the change in the suction force between the opposing surfaces 35a and 36a as the taper surface angle becomes acute. The change in the suction force in the axial direction is reduced.

  As a result, as shown by the solid line in FIG. 3, the suction force between the fixed core 35 and the armature 36 can be substantially flat in the practical range between the fully closed and fully opened states in the valve portion 15. On the other hand, when the opposing surfaces of the fixed core 35 and the armature 36 are flat surfaces perpendicular to the axial direction, the opposing distance between the fixed core 35 and the armature 36 changes in proportion to the axial stroke of the valve shaft 24. Therefore, as shown by the chain line in FIG. 3, the suction force between the fixed core 35 and the armature 36 changes greatly even in the practical range.

  In this way, the electromagnetic inlet valve 5A is controlled to change the hydraulic pressure on the left front wheel brake BA side linearly by changing the duty cycle between the fully closed state with a duty of 100% and the fully open state with a duty of 0%. The other electromagnetic inlet valves 5B to 5D are configured similarly to the normally open control valve 5A. On the other hand, the electromagnetic outlet valves 6A to 6D are only on / off controlled.

  In FIG. 4, in order to drive the electromagnetic inlet valves 5A to 5D, one end of the coil 39 is connected to a power source 45, and an energization control element for controlling energization from the power source 45 between the other end of the coil 39 and the ground. Field Effect Transistor (hereinafter referred to as FET) 46 is interposed. A free-wheeling diode 47 is connected in parallel to the coil 39, a diode 48 and a Zener diode 49 are connected in series between the drain and gate of the FET 46, and the gate of the FET 46 is grounded via a Zener diode 50. The

  The control unit C is connected to the gate of the FET 46, and performs on / off control of the electromagnetic inlet valves 5A to 5D and executes linear control in a half-open state by an intermediate current between on and off. Therefore, the energization / cutoff of the FET 46 is controlled.

  By the way, the control unit C reduces the pressure as shown in FIG. 5 during the anti-lock brake control for controlling the brake fluid pressure of the wheel brake corresponding to the wheel that is about to enter the locked state among the wheel brakes BA to BD. The operation of the electromagnetic inlet valves 5A to 5D and the electromagnetic outlet valves 6A to 6D is controlled by repeating the holding and pressure increasing modes in this order, and the wheel speed and the brake hydraulic pressure are controlled by such control. As shown in FIG.

  Thus, in the holding mode, the control unit C controls the duty of the electromagnetic inlet valves 5A to 5D as shown in FIG. 6 with the electromagnetic outlet valves 6A to 6D being closed. As shown by 7, the duty is set so as to change stepwise from a constant duty corresponding to a predetermined half-open state with a duty less than 100% to a decreasing duty side, that is, a full opening side as time elapses. That is, the opening degree of each of the electromagnetic inlet valves 5A to 5D in the holding mode increases stepwise from the predetermined half-opening degree as time elapses, and accordingly the brake fluid pressure in the holding mode is As indicated by 5, it gradually increases with time. On the other hand, if the electromagnetic inlet valves 5A to 5D are kept closed in the holding mode, the brake fluid pressure is constant in the holding mode as shown by the chain line in FIG.

  Further, in the pressure increasing mode after the end of the holding mode, the control unit C performs duty control by pulse width modulation of the electromagnetic inlet valves 5A to 5D, as shown in FIG. The pressure will be increased.

  Next, the operation of this embodiment will be described. In the holding mode at the time of antilock brake control, the control unit C opens the duty of the electromagnetic inlet valves 5A to 5D to a predetermined half-open state with the electromagnetic outlet valves 6A to 6D closed. The duty control of the electromagnetic inlet valves 5A to 5D is executed so as to gradually change from a certain duty according to the state to the fully opened side with the lapse of time, and the brake fluid pressure of the wheel brakes BA to BD according to the lapse of time. Therefore, the brake fluid pressure of the wheel brakes BA to BD becomes higher than that at the start of the holding mode when the holding mode is switched to the pressure increasing mode. Accordingly, it is possible to shorten the time required to reach the required hydraulic pressure in the pressure increasing mode, and it is possible to improve the responsiveness.

  Although the embodiments of the present invention have been described above, the present invention is not limited to the above-described embodiments, and various design changes can be made without departing from the present invention described in the claims. It is.

It is a brake fluid pressure circuit diagram of a brake device of a passenger vehicle. It is a longitudinal cross-sectional view of an electromagnetic inlet valve. It is a figure which shows the suction force change with respect to the stroke change of a valve shaft. It is a figure which shows the structure of the drive device of an electromagnetic inlet valve. It is a figure which shows the change of the wheel speed and brake fluid pressure corresponding to the control mode at the time of anti-lock brake control. It is a figure which shows the change of the duty of an electromagnetic inlet valve in each control mode of pressure reduction, a holding | maintenance, and pressure increase. It is a figure which shows the setting map of the duty in holding | maintenance mode.

Explanation of symbols

5A, 5B, 5C, 5D ... Electromagnetic inlet valves 6A, 6B, 6C, 6D ... Electromagnetic outlet valves 8A, 8B ... Reservoir BA, BB, BC, BD ... Wheel brake C ... Control Unit M: Master cylinder P as hydraulic pressure generating means Brake pedal as brake operating member

Claims (1)

  Electromagnetic inlet valves (5A, 5B, 5C) interposed between the hydraulic pressure generating means (M) for outputting the hydraulic pressure corresponding to the operation of the brake operating member (P) and the wheel brakes (BA, BB, BC, BD) , 5D), an electromagnetic outlet valve (6A, 6B, 6C, 6D) interposed between the wheel brake (BA, BB, BC, BD) and the reservoir (8A, 8B), and the wheel during anti-lock brake control. The brake inlet pressure (5A to 5D) and the solenoid outlet valves (6A to 6D) of the brake (BA, BB, BC, BD) are repeatedly reduced in order, maintained, and increased in this order. In a vehicle anti-lock brake control device comprising a control unit (C) for controlling the operation, at least the electromagnetic inlet valve (5A to 5D) is duty controlled in a half-open state between its full open and full close. The control unit (C) opens the duty of the electromagnetic inlet valve (5A to 5D) in a predetermined half-open state in the holding mode with the electromagnetic outlet valve (6A to 6D) closed. Control is performed so that the brake fluid pressure of the wheel brakes (BA to BD) is gradually increased with the passage of time by gradually changing from a constant duty according to the state to the fully open side with the passage of time. Anti-lock brake control device for vehicles.

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