JP2006264609A - Brake vibration restraining device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a brake vibration restraining device for solving fundamental causes for brake vibrations. <P>SOLUTION: When brake vibrations are sensed, the brake vibrations are restrained and controlled to cut non-abrasion portions of disc rotors 14b, 15b, 34b, 35b of vibration wheels. Therefore, uneven abrasion of the disc rotors 14b, 15b, 34b, 35b of the vibration wheels can be gradually reduced, so as to restrain the brake vibrations due to the uneven abrasion. If such brake vibration restraining control is executed only at the time of braking an engine, despite a brake pedal 11 is not trodden, a feel of incongruity of the generated braking force is not given to a driver. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to a brake vibration suppressing device that detects brake vibration generated by uneven wear of a disk rotor and suppresses brake vibration based on the detection result.

  Normally, in a disc brake, the gap between the disc rotor and the brake pad requires that the power to move the brake pad is required when the amount of movement of the brake pad increases, and that there is a risk of foreign matter entering the gap. The reason is not so large, but when the disc rotor is inclined for some reason, a part of the disc rotor and the brake pad come into contact with each other during non-braking (dragging), and uneven wear occurs when traveling for a long time in that state. When such uneven wear occurs, when the disc rotor is sandwiched between the brake pads during the braking operation, a sufficient frictional force cannot be obtained only at the specific part where the uneven wear occurs, so that the braking torque varies. Then, the brake vibration is generated by the resonance phenomenon caused by the braking torque fluctuation.

In order to suppress such brake vibration, conventionally, for example, in Patent Document 1, brake vibration is detected by determining a phenomenon in which brake hydraulic pressure fluctuates due to brake vibration by a hydraulic sensor, and a hydraulic pressure generating device is used during braking. Has proposed a device that cancels brake vibration by generating hydraulic pressure in the opposite phase to brake vibration.
JP 2000-85554 A

  However, as described above, even if a hydraulic pressure that suppresses the brake vibration is generated during braking, the uneven wear of the disc rotor that causes the brake vibration remains. It will not solve the root cause. That is, every time a brake vibration is generated during braking, a control for suppressing the brake vibration must be interposed.

  An object of this invention is to provide the brake-vibration suppression apparatus which eliminates the root cause used as the cause of generation | occurrence | production of brake vibration in view of the said point.

  The inventors of the present invention have studied the method for detecting the brake vibration generated as described above, and found that the braking torque fluctuation of the disk rotor is reflected in the wheel rotation. In other words, when the braking torque fluctuation of the disk rotor occurs as described above, the braking torque fluctuation is directly rotated by the expansion and contraction of the wheel because the sidewall acts as a spring between the tire contact surface and the axle. It is reflected as a speed difference.

  For this reason, the rotational speed difference of the wheel appears in the detection signal (wheel speed pulse) of the wheel speed sensor, and it becomes possible to detect the brake vibration based on the detection signal of the wheel speed sensor.

  FIG. 10 shows a mechanism for detecting the brake vibration based on the detection signal of the wheel speed sensor 100. As shown in this figure, the wheel speed sensor 100 is disposed at a position facing the tooth portion of a gear-type sensor rotor 101 provided for each wheel. Since the direction of the magnetic field generated by the magnet provided in the wheel speed sensor 100 changes due to the unevenness of the tooth portion, the rotation state of the sensor rotor 101, that is, the rotation of the wheel, based on the change in the output of the magnetoresistive element due to the change The state is to be detected.

  Specifically, since the detection signal of the wheel speed sensor 100 is a pulse signal (sine wave), when waveform shaping is performed so as to convert this sine wave into a rectangular wave, for example, as shown in FIG. Thus, the detection signal changes from the high level to the low level according to the unevenness of the teeth of the sensor rotor 101. It can be detected that the wheel has made one rotation by continuing such a change for the number of teeth provided on the sensor rotor 101 (here, 48 teeth). For this reason, by detecting the number of changes per unit time of the detection signal of the wheel speed sensor 100, the number of wheel rotations per unit time can be obtained, and the wheel speed can be obtained based on the number. Yes.

  Regarding the detection signal of such a wheel speed sensor 100, since the movement time of one tooth of the sensor rotor 101 is very short, it is adjacent to each other regardless of whether the vehicle is traveling normally or braking. The tooth movement time is almost unchanged.

  However, in the case where the disc rotor is worn away, when the vehicle is braking, a difference in the rotational speed of the wheel occurs due to the above-described fluctuation of the disc rotor braking torque. In other words, the wheel rotates faster when a specific portion of the disk rotor that is partially worn is pinched by the disk pad, and the wheel rotates slower than that when the other portion is pinched by the disk pad.

  For this reason, this rotational speed difference of the wheel appears in the detection signal of the wheel speed sensor 100, and when a specific part of the disk rotor that is partially worn is sandwiched between the disk pads, one tooth of one tooth of the sensor rotor 101 is detected. When the passing time is shortened and other places are sandwiched between the disk pads, the passing time of one tooth of the sensor rotor 101 is lengthened.

  Therefore, from the detection signal of the wheel speed sensor during braking of the vehicle, the passage time of one tooth of the sensor rotor 101 or several adjacent teeth is sampled as one data, and the ratio to the average value for one rotation of the wheel is obtained. The degree of uneven wear and the wear location of the disk rotor can be easily discriminated. Then, for example, when the amplitude of the obtained ratio reaches a predetermined threshold value or more, it can be determined that there is a sign of brake vibration due to uneven wear of the disk rotor.

  In order to achieve the above object, according to the first aspect of the present invention, in the electronic control unit (70), the brake calculation means (200 to 290) detects whether or not the vehicle is being braked by the gain calculation means (200 to 290). 10) Signal generation means for generating a detection signal including a brake vibration component in each of a plurality of wheels (FL, FR, RL, RR) provided in the vehicle when it is detected that braking is being performed 91 to 94) is calculated based on the detection signal generated, and the vibration gain obtained by the gain calculating means by the brake vibration detecting means (290 to 310) is not less than a predetermined brake vibration determination threshold value. The occurrence of brake vibration is detected depending on whether or not. The electronic control device sends an electric signal to the pressure adjusting means when the occurrence of the brake vibration is detected by the brake vibration detecting means, and when the brake detecting means detects that braking is not being performed, By applying pressure to the wheel cylinder (14, 15, 34, 35) corresponding to the wheel of which the occurrence of brake vibration is detected, the brake pad (14a, 15a, 34a, 35a) of the wheel is applied. Is brought into contact with the disk rotor (14b, 15b, 34b, 35b), and the non-wearing portion of the disk rotor is cut away.

  In this way, when brake vibration is detected, brake vibration suppression control is performed such that the non-abrasion portion of the disc rotor of the wheel where the brake vibration is detected is scraped. Thereby, it is possible to gradually reduce the uneven wear of the disc rotor of the wheel where the brake vibration is detected, and to suppress the brake vibration generated due to the uneven wear.

  In the invention according to claim 2, the electronic control device has an accelerator-off detecting means for detecting an off state in which the depression of the accelerator pedal is released, and when the accelerator-off is detected by the accelerator-off detecting means. The engine control means (71) is sent with a command signal for controlling the engine speed to an idle state, and a transmission control means (72) is sent with a command signal for making the gear position neutral.

  Thus, the brake vibration suppression control is executed during engine braking. For this reason, it is possible to prevent the driver from feeling uncomfortable that the braking force is generated even though the brake pedal (11) is not depressed.

  According to a third aspect of the present invention, the electronic control device sends an electric signal to the pressure adjusting means, and when the non-wearing portion of the disc rotor of the wheel where the brake vibration is detected is shaved, the wheel is symmetrical with the wheel. Alternatively, pressure is applied to a wheel cylinder corresponding to a wheel positioned diagonally.

  As described above, when the non-abrasion portion of the disc rotor of the wheel in which the brake vibration is detected is scraped, a braking force is also generated for the wheel positioned symmetrically or diagonally with the vibrating wheel. For this reason, it is possible to prevent a braking force from being generated only on one side of the vehicle, and to ensure vehicle running stability.

  In the invention according to claim 4, when the pressure adjusting means receives the electric signal from the electronic control unit, the pressure applied to the wheel cylinder is the largest in the amount of wear of the disk rotor with respect to the wheel in which the brake vibration is detected. It is characterized by adjusting to a value.

  In this way, by adjusting the pressure applied to the wheel cylinder to a value that maximizes the amount of wear of the disc rotor, it is possible to prevent the brake control period for wearing the non-wearing portion of the disc rotor from being prolonged. can do.

  In the brake vibration suppressing device as described above, the detection of the brake vibration can be performed based on detection signals from the wheel speed sensors (91 to 94), for example, as shown in claim 5. That is, the sensor rotor (95 to 98) having a plurality of teeth composed of a combination of a convex portion and a concave portion was rotated along with the rotation of each of the plurality of wheels (FL, FR, RL, RR). Sometimes, a detection signal corresponding to the positional relationship between the convex portion and the concave portion in the teeth of the sensor rotor is output from the wheel speed sensor (91 to 94) as signal generating means arranged so as to face the teeth of the sensor rotor. Therefore, the brake vibration can be detected based on this detection signal.

  In this case, the gain calculation means includes a passage time detection means (200) for obtaining a passage time (ΔT) of one or several teeth of the sensor rotor from the detection signal from the wheel speed sensor, and the passage detected by the passage time detection means. The passage time average value calculating means (210) for accumulating the time for one rotation of the wheel and obtaining an average value (Tave) of one or several teeth of the sensor rotor based on the number of teeth provided on the sensor rotor. ) And the average value obtained by the passage time calculation means and the passage time of one or several teeth of the sensor rotor obtained by the passage time detection means, a ratio calculation for obtaining a ratio (α) of the passage time to the average value The detection result of the means (220) and the braking detection means for detecting whether or not the vehicle is being braked is inputted, and the ratio obtained by the ratio calculation means is the vehicle being braked by the braking detection means. If it is obtained when it is detected, the braking amplitude amount calculating means for calculating the amplitude amount (A) of the ratio of one rotation of the wheel during braking using the ratio ( 280).

  Then, the brake vibration detecting means detects the occurrence of the brake vibration from the amplitude amount obtained by the braking amplitude amount calculating means.

  Thus, the average value of the passing time of one tooth or several teeth of the sensor rotor is obtained from the detection signal of the wheel speed sensor, and the wheel is calculated from the ratio of the passing time of one sensor rotor tooth or several teeth to the average value. It is possible to detect the difference in rotational speed. Accordingly, it is possible to detect that the brake vibration is generated due to the uneven wear of the disc rotor or that there is a sign that the brake vibration is generated.

  In addition, the code | symbol in the bracket | parenthesis of each said means shows the correspondence with the specific means as described in embodiment mentioned later.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. In the following embodiments, the same or equivalent parts are denoted by the same reference numerals in the drawings.

(First embodiment)
A brake vibration suppression device having a brake vibration detection device to which an embodiment of the present invention is applied will be described. FIG. 1 shows a block configuration of a brake vibration suppressing device 1 of the present embodiment. Hereinafter, the brake vibration suppressing device 1 of the present embodiment will be described with reference to FIG.

  As shown in FIG. 1, the brake vibration suppressing device 1 includes a brake pedal 11, a booster device 12, a master cylinder (hereinafter referred to as M / C) 13, a wheel cylinder (hereinafter referred to as W / C) 14, 15. , 34, 35, brake hydraulic pressure control actuator 50, brake ECU 70, engine ECU (E / G-ECU) 71, transmission ECU (T / M-ECU) 72, stop switch 80 and wheel speed sensors 91-94. It has been. FIG. 2 is a diagram showing a detailed structure of each part.

  As shown in FIG. 2, a brake pedal 11 as a brake operation member that is depressed by a driver when applying a braking force to the vehicle is connected to a booster 12 and a M / C 13 that serve as a brake fluid pressure generation source. When the driver depresses the brake pedal 11, the stepping force is boosted by the booster 12, and the master pistons 13a and 13b disposed in the M / C 13 are pressed. Thereby, the same M / C pressure is generated in the primary chamber 13c and the secondary chamber 13d defined by the master pistons 13a and 13b.

  The M / C 13 is provided with a master reservoir 13e having passages communicating with the primary chamber 13c and the secondary chamber 13d. The master reservoir 13e supplies brake fluid into the M / C 13 through the passage, or stores excess brake fluid in the M / C 13. Note that each passage is formed to have a diameter that is much smaller than the diameter of each main pipeline extending from the primary chamber 13c and the secondary chamber 13d. An orifice effect is exhibited when the brake fluid flows into the tank.

  The M / C pressure generated in the M / C 13 is transmitted to each of the W / Cs 14, 15, 34, 35 through the brake fluid pressure control actuator 50. As a result, W / C pressure is applied to each W / C 14, 15, 34, 35, and brake calipers 14a, 15a, 34a provided corresponding to each W / C 14, 15, 34, 35, The disc rotors 14b, 15b, 34b, and 35b are sandwiched by 35a, and the braking force of each wheel FL, FR, RL, RR is generated.

  The brake fluid pressure control actuator 50 includes a first piping system 50a and a second piping system 50b. The first piping system 50a controls the brake fluid pressure applied to the left front wheel FL and the right rear wheel RR, and the second piping system 50b controls the brake fluid pressure applied to the right front wheel FR and the left rear wheel RL. X piping is constituted by these two piping systems of the first and second piping systems 50a, 50b.

  Hereinafter, the first and second piping systems 50a and 50b will be described. However, since the first piping system 50a and the second piping system 50b have substantially the same configuration, the first piping system 50a will be described here. The description of the second piping system 50b is omitted with reference to the first piping system 50a.

  The first piping system 50a includes a pipeline A serving as a main pipeline that transmits the above-described M / C pressure to the W / C 14 provided in the left front wheel FL and the W / C 15 provided in the right rear wheel RR. ing. A W / C pressure can be generated in each of the W / Cs 14 and 15 through the pipe A.

  Further, the pipe line A is provided with a first differential pressure control valve 16 composed of an electromagnetic valve capable of controlling two positions in the communication / differential pressure state. The first differential pressure control valve 16 is in a communicating state in a normal brake state, and the valve position is in a differential pressure state when electric power is supplied to the solenoid coil. At the valve position of the differential pressure state in the first differential pressure control valve 16, the M from the W / C 14, 15 side is only when the brake fluid pressure on the W / C 14, 15 side becomes a predetermined level or higher than the M / C pressure. Brake fluid flow is allowed only to the / C13 side. For this reason, the W / C 14 and 15 side is always maintained so as not to be higher than the M / C 13 side by a predetermined pressure or more, and the respective pipelines are protected.

  The pipe A branches into two pipes A1 and A2 downstream of the first differential pressure control valve 16 on the W / C 14 and 15 side. One of the two pipes A1 and A2 is provided with a first pressure increase control valve 17 for controlling the increase of the brake fluid pressure to the W / C 14, and the other is an increase of the brake fluid pressure to the W / C 15. A second pressure increase control valve 18 is provided for controlling the pressure.

  The first and second pressure increase control valves 17 and 18 are configured as electromagnetic valves as two-position valves that can control the communication / blocking state. When the first and second pressure-increasing control valves 17 and 18 are controlled to communicate, the M / C pressure or the brake fluid pressure due to the discharge of brake fluid from a pump 19 described later is set to W / C 14 and 15. Can be added to.

  Note that, during normal braking by the operation of the brake pedal 11 performed by the driver, the first differential pressure control valve 16 and the first and second pressure increase control valves 17 and 18 are always controlled to be in a communication state.

  The first differential pressure control valve 16 and the first and second pressure increase control valves 17 and 18 are provided with safety valves 16a, 17a and 18a, respectively, in parallel. The safety valve 16a of the first differential pressure control valve 16 reduces the M / C pressure to W / C14 when the driver depresses the brake pedal 11 when the valve position of the first differential pressure control valve 16 is in the differential pressure state. , 15 so as to be able to transmit. The safety valves 17a and 18a of the pressure increase control valves 17 and 18 are returned to the brake pedal 11 by the driver, particularly when the pressure increase control valves 17 and 18 are controlled to be shut off during ABS control. In some cases, the W / C pressure of the left front wheel FL and the right rear wheel RR is provided so as to be able to be reduced corresponding to this return operation.

  In the pipeline A, the first and second pressure increase control valves 17 and 18 and the pipeline B serving as a pressure-reducing pipeline connecting the pressure regulating reservoir 20 between the W / Cs 14 and 15 are controlled in communication / blocking states. As a two-position valve that can be formed, a first pressure reduction control valve 21 and a second pressure reduction control valve 22 each comprising an electromagnetic valve are provided. The first and second pressure reduction control valves 21 and 22 are always cut off during normal braking.

  A conduit C serving as a reflux conduit is disposed so as to connect the pressure regulating reservoir 20 and the conduit A serving as the main conduit. This pipe C is provided with a self-priming pump 19 driven by a motor 60 so as to suck and discharge brake fluid from the pressure regulating reservoir 20 toward the M / C 13 side or the W / C 14, 15 side. Yes.

  A safety valve 19 a is provided on the discharge port side of the pump 19 so that high-pressure brake fluid is not applied to the pump 19. A fixed capacity damper 23 is disposed on the discharge side of the pump 19 in the pipe C in order to reduce the pulsation of the brake fluid discharged by the pump 19.

  And the pipe line D used as an auxiliary pipe line is provided so that the pressure regulation reservoir 20 and M / C3 may be connected. Brake fluid is sucked from the M / C 13 by the pump 19 through this pipeline D and discharged to the pipeline A, so that the brake fluid is supplied to the W / C 14, 15 side during TCS control or ABS control. In addition, the W / C pressure of the target wheel can be increased.

  The pressure regulating reservoir 20 is connected to the pipeline D and receives the brake fluid from the M / C 3 side, and receives the brake fluid that is connected to the pipelines B and C and escapes from the W / Cs 14 and 15. In addition, a reservoir hole 20b for supplying brake fluid to the suction side of the pump 19 is provided and communicates with the reservoir chamber 20c. A ball valve 20d is disposed inside the reservoir hole 20a. The ball valve 20d is provided with a rod 20f having a predetermined stroke for moving the ball valve 20d up and down separately from the ball valve 20d.

  Also, in the reservoir chamber 20c, there are a piston 20g interlocking with the rod 20f, and a spring 20h that generates a force for pressing the piston 20g toward the ball valve 20d to push out the brake fluid in the reservoir chamber 20c. Is provided.

  The pressure regulating reservoir 20 configured as described above is configured such that when a predetermined amount of brake fluid is stored, the ball valve 20d is seated on the valve seat 20e and the brake fluid does not flow into the pressure regulating reservoir 20. . For this reason, more brake fluid than the suction capacity of the pump 19 does not flow into the reservoir chamber 20c, and no high pressure is applied to the suction side of the pump 19.

  On the other hand, as described above, the second piping system 50b has substantially the same configuration as the first piping system 50a. That is, the first differential pressure control valve 16 corresponds to the second differential pressure control valve 36. The first and second pressure increase control valves 17 and 18 correspond to the third and fourth pressure increase control valves 37 and 38, respectively, and the first and second pressure increase control valves 21 and 22 correspond to the third and fourth values, respectively. This corresponds to the pressure reduction control valves 41 and 42. The pressure regulation reservoir 20 corresponds to the pressure regulation reservoir 40. The pump 19 corresponds to the pump 39. The damper 23 corresponds to the damper 43. Further, the pipeline A, the pipeline B, the pipeline C, and the pipeline D correspond to the pipeline E, the pipeline F, the pipeline G, and the pipeline H, respectively. As described above, the hydraulic piping structure in the brake vibration suppressing device 1 is configured.

  The brake ECU 70 is configured by a known microcomputer having a CPU, a ROM, a RAM, an I / O, and the like, and performs various operations using various data stored in the RAM according to a program stored in the ROM. Processing is to be executed.

  Based on the electrical signal from the brake ECU 70, the control valves 16-18, 21, 22, 36-38, 41, 42 and the pumps 19, 39 in the brake fluid pressure control actuator 50 configured as described above are provided. Voltage application control to the motor 60 for driving is executed. Thereby, control of the W / C pressure generated in each W / C 14, 15, 34, 35 is performed.

  For example, when a control voltage is applied from the brake ECU 70 to the motor 60 and the solenoid for driving the solenoid valve, the brake fluid pressure control actuator 50 applies a brake within the brake fluid pressure control actuator 50 according to the applied voltage. The piping route is set. And the brake hydraulic pressure according to the set route of the brake piping is generated in the W / Cs 14, 15, 34, and 35 so that the braking force of each wheel can be controlled.

  The engine ECU 71 is composed of a well-known microcomputer having a CPU, ROM, RAM, I / O, and the like, and performs processing such as various calculations using various data stored in the RAM in accordance with a program stored in the ROM. It is supposed to run. In the engine ECU 71, general engine control is executed, and engine control in cooperation with the brake ECU 70 is executed. For example, when the driver stops stepping on the accelerator pedal (not shown) while the vehicle is running, the engine brake is generated at the engine speed corresponding to the vehicle speed and gear position at that time. However, when an instruction signal for an idle request that is output when brake vibration is detected from the brake ECU 70 is input to the engine ECU 71, the engine ECU 71 cooperates with the transmission ECU 72 during the period when the engine brake is generated. Thus, control for setting the engine speed to the idling state is performed.

  The transmission ECU 72 is configured by a well-known microcomputer having a CPU, ROM, RAM, I / O, and the like, and performs processing such as various calculations using various data stored in the RAM in accordance with a program stored in the ROM. It is supposed to run. In the transmission ECU 72, general transmission control (gear position control) is executed, and transmission control in cooperation with the brake ECU 70 is executed. For example, as in the case of the engine ECU 71, when a neutral request command signal output when the brake vibration is detected from the brake ECU 70 is input to the transmission ECU 72, a period during which engine braking is generated. Inside, control is performed so that the gear position is neutral.

  The stop switch 80 corresponds to braking detection means, and detects whether or not the brake pedal 11 has been depressed, and is used to detect whether or not the vehicle is being braked. When the brake pedal 11 is depressed by the driver, the stop switch 80 is turned on, and a detection signal indicating that is output from the stop switch 80.

  The wheel speed sensors 91 to 94 are provided for gear-type sensor rotors 95 to 98 having a large number of (for example, 48) tooth portions arranged at substantially equal intervals, which are provided in the respective wheels FL, FR, RL, and RR. It arrange | positions in the position facing the tooth | gear part. The wheel speed sensors 91 to 94 are configured by, for example, electromagnetic pickup type, and the direction of the magnetic field generated by the magnets provided in the wheel speed sensors 91 to 94 due to the unevenness of the tooth parts provided in the sensor rotors 95 to 98. Therefore, a detection signal that is a pulse signal (sine wave) is output based on the change in the output of the magnetoresistive element. Based on this detection signal, the rotational state of the sensor rotors 25 to 28, that is, the rotational state of the wheels FL, FR, RL, and RR is detected.

  Next, the operation of the brake vibration suppression device 1 configured as described above will be described.

  FIG. 3 shows an overall flowchart of the brake vibration suppression control process executed by the brake ECU 70 in the brake vibration suppression device 1 according to the program. The brake vibration suppression control process shown in this figure is executed at every predetermined calculation cycle when an ignition switch (not shown) is turned on, and is executed in order for each wheel FL, FR, RL, RR. .

  First, in step 100, general initialization processing such as resetting of data stored in the RAM is executed. Thereafter, the process proceeds to step 110, where wheel speed pulse capturing processing is executed. Thereby, the detection signals of the wheel speed sensors 91 to 94 are read. Subsequently, the process proceeds to step 120, and the wheel speeds of the respective wheels FL, FR, RL, RR are calculated from the detection signals of the wheel speed sensors 91 to 94 read in step 110 by a known method.

  Next, in step 130, it is detected whether or not the brake vibration is generated by executing the brake vibration detection determination. FIG. 4 is a flowchart showing details of the brake vibration detection determination.

  As shown in this figure, first, in step 200, unit distance sampling is performed from the detection signals of the wheel speed sensors 91-94. A portion of the brake ECU 70 that executes this process corresponds to a passage time detection unit.

  The unit distance sampling here refers to obtaining the passing time of one tooth or several teeth of the sensor rotors 95 to 98 represented by the detection signals of the wheel speed sensors 91 to 94. Generally, the wheel speed obtained from the detection signals from the wheel speed sensors 91 to 94 is obtained by detecting how many teeth of the sensor rotors 95 to 98 are detected per unit time. However, here, conversely, the distance of the wheels FL, FR, RL, RR corresponding to the passing time of one tooth or several teeth of the sensor rotors 95 to 98, in other words, one tooth or several teeth of the sensor rotors 95 to 98 We are looking for the time it took each time we traveled.

  In the present embodiment, specifically, the passage time ΔT of one tooth of the sensor rotors 95 to 98 is obtained, and the wheel speed sensor 91 corresponding to one tooth of the sensor rotors 95 to 98 shown in FIG. The width (time) of one pulse of ~ 94 is the transit time ΔT.

  Subsequently, in step 210, an average value Tave of the passage time ΔT for one rotation of the wheel in the past is obtained. The portion of the brake ECU 70 that executes this processing corresponds to the passage time average value calculation means.

  The average value Tave is obtained by the following equation, and is obtained by adding all the passing times ΔT of one tooth of the sensor rotors 95 to 98 for one rotation of the wheel and dividing this by the total number of teeth of the sensor rotors 95 to 98. . Note that n in ΔTn in Formula 1 indicates the number of teeth formed on the sensor rotors 95 to 98, and by calculating the sum of the passing times ΔT where the number of teeth is 1 to 48, one rotation of the wheel is obtained. This time is required.

次に、ステップ２２０に進み、ステップ２１０で求められた平均値Ｔａｖｅに対する比率αが演算される。ブレーキＥＣＵ７０のうち、この処理を実行する部分が比率演算手段に相当する。

Next, the process proceeds to step 220, where the ratio α to the average value Tave obtained in step 210 is calculated. The portion of the brake ECU 70 that executes this processing corresponds to the ratio calculation means.

  The ratio α is obtained by the following equation and is expressed as a ratio of the passing time ΔTk of one tooth of the sensor rotors 95 to 98 to the average value Tave. Note that k in ΔTk in Formula 2 also indicates the number of teeth formed on the sensor rotors 95 to 98, and ΔTk corresponds to the passage time ΔT of the k-th tooth. Therefore, by this process, the ratio of the passing time ΔTk to the average value Tave is obtained for each number of teeth.

この後、ステップ２３０に進み、平均化処理として、ステップ２２０で求められた比率αの平均値αａｖｅが求められる。ブレーキＥＣＵ７０のうち、この処理を実行する部分が平均化処理手段に相当する。

Thereafter, the process proceeds to step 230, and an average value αave of the ratio α obtained in step 220 is obtained as an averaging process. A portion of the brake ECU 70 that executes this processing corresponds to an averaging processing means.

  The average value αave is obtained by adding a ratio α for the past number of rotations of the wheel for each tooth and dividing by the added number in order to remove noise components and offset components due to acceleration / deceleration of the wheels. For example, the ratio α of the tooth with the number 1 is added from the past several times to several tens of times, and the average value αave is obtained by dividing by the number of times, and the number of integration of the ratio α when obtaining the average value αave is For example, the cumulative number counter is incremented by one and stored in the brake ECU 70. This arithmetic expression is expressed as the following expression, and the average value αave is obtained for each tooth.

ただし、数式３中において、Ｍは比率αの積算回数、αｋ（ｔ−０）は番号がｋの歯における最新の比率α、αｋ（ｔ−ｎ）は番号がｋの歯におけるｎ周前の比率αを示している。すなわち、数式３は、過去の車輪Ｍ回転分の比率αを積算することを意味している。なお、平均値αａｖｅを求める際の比率αの積算回数は任意に設定されるものであり、ノイズ成分や車輪の加減速によるオフセット成分を効果的に除去できる数であるのが望ましい。

In Equation 3, M is the number of times the ratio α is integrated, αk (t−0) is the latest ratio α of the tooth with the number k, and αk (t−n) is n cycles before the tooth with the number k. The ratio α is shown. That is, Formula 3 means that the ratio α for the past wheel M rotations is integrated. The number of integrations of the ratio α when obtaining the average value αave is arbitrarily set, and is desirably a number that can effectively remove noise components and offset components due to wheel acceleration / deceleration.

  Subsequently, the process proceeds to step 240, and it is determined whether or not the average value αave for the amount previously set as the average number has been obtained in the averaging process performed in step 230. This is performed by determining whether or not the number of integrations of the ratio α when the average value αave is obtained in step 230 has reached a preset averaging number.

  If a negative determination is made here, each of the above processes is repeated until a preset averaging number is reached. If an affirmative determination is made, the routine proceeds to step 250, where it is determined whether or not the data being averaged, that is, the data of the ratio α used for obtaining the average value αave is all being braked. Whether or not braking is being performed is determined based on whether or not a detection signal indicating that the brake has been turned on is output from the stop switch 80, and a detection signal that indicates that the brake has been turned on is output from the stop switch 80. The ratio α obtained during the operation is handled as being braked.

  If a negative determination is made in this step, the routine proceeds to step 260, where it is determined whether or not all of the data being averaged is not being braked. Whether or not the vehicle is not braked is also determined based on whether or not a detection signal indicating that the switch is turned on is output from the stop switch 80, and a detection signal indicating that the switch is turned on is output from the stop switch 80. The ratio α obtained when not being used is treated as being not braked. If a negative determination is made here, it is determined that the data is not appropriate for learning, and the process returns to step 200. If an affirmative determination is made, the process proceeds to step 270.

  In step 270, an amplitude amount (gain) A0 during one rotation of the wheel is obtained. The portion of the brake ECU 70 that executes this process corresponds to the non-braking amplitude amount calculating means.

  The amplitude amount A0 corresponds to the difference between the maximum value and the minimum value of the ratio α of each tooth during one rotation of the wheel during non-braking. Normally, during non-braking, since the braking torque fluctuation caused by the uneven wear of the disk rotors 14b, 15b, 34b, and 35b does not occur, the ratio α has the same value. However, there is a possibility that the ratio α does not become the same value for some reason, such as when there is a deviation in the width of each tooth due to manufacturing errors of the disk rotors 14b, 15b, 34b, and 35b, or due to wheel unbalance or the influence of tire pressure. is there. Therefore, by obtaining the amplitude amount A0 during one rotation of the wheel during non-braking, there is a deviation in the width of each tooth due to manufacturing errors of the disk rotors 14b, 15b, 34b, and 35b, wheel unbalance, or tire pressure. It is possible to learn the fluctuation of the ratio α based on some factor such as the influence of the above.

  In this way, when the amplitude amount A0 is obtained, the amplitude amount A0 is learned in association with the wheel speed at that time, and then the process returns to step 200 and the above processes are repeated. The reason why the amplitude A0 is learned in association with the wheel speed at that time is that the braking torque fluctuations of the wheels FL, FR, RL, and RR change according to the wheel centrifugal force. This is because it is preferable to store the amplitude A0 as a learning value for each. Further, since the wheel speed at that time is originally calculated when the brake ECU 70 executes the ABS control or the like, it is used. Of course, when the wheel speed is not originally calculated, a means for detecting (calculating) a known wheel speed may be provided in the brake ECU 70.

  On the other hand, if an affirmative determination is made in step 250, the process proceeds to step 280, and an amplitude amount A during one rotation of the wheel is obtained. The portion of the brake ECU 70 that executes this processing corresponds to the braking amplitude amount calculating means.

  The amplitude amount A corresponds to the difference between the maximum value and the minimum value of the ratio α of each tooth during one rotation of the wheel during braking. The amplitude amount A varies depending on whether or not the disc rotors 14b, 15b, 34b, and 35b are partially worn. This is due to the following reason.

  As described above, since the ratio α is the ratio of the passing time ΔTk of one tooth of the sensor rotors 95 to 98 to the average value Tave, the ratio α increases as the passing time ΔTk increases, and decreases as it decreases. If the disk rotors 14b, 15b, 34b, and 35b are not partially worn, this passing time ΔTk may be caused by a deviation in the width of each tooth due to manufacturing errors of the disk rotors 14b, 15b, 34b, and 35b, or wheel unbalance. Alternatively, the values are almost the same except for fluctuations caused by the influence of tire pressure. However, when the disk rotors 14b, 15b, 34b, and 35b are partially worn, the teeth provided at the positions corresponding to the unevenly worn parts are small, and the teeth provided at the positions corresponding to the other parts are small. growing. Therefore, the passage time ΔTk varies depending on whether or not the disk rotors 14b, 15b, 34b, and 35b are partially worn.

  5 and 6 show fluctuations in the ratio α when the disk rotors 14b, 15b, 34b, and 35b are not partly worn and when they are partly worn. As shown in these figures, when the disk rotors 14b, 15b, 34b, and 35b are not partially worn, the ratio α of the teeth converges to about 1, but the disk rotors 14b, 15b, When 34b and 35b are partly worn, it can be seen that the ratio α of each tooth fluctuates from about 1 to around.

  Thus, since the ratio α of each tooth during one rotation of the wheel fluctuates depending on whether or not the disk rotors 14b, 15b, 34b, and 35b are unevenly worn, the amplitude amount A also fluctuates.

  In FIG. 5, the ratio α is slightly different from 1 because the ratio α is calculated using the average value Tave for one wheel revolution in the past. In addition, this figure shows that the average value Tave for one rotation of the wheel in the past is changed to one tooth used for averaging the passing time ΔT each time the tooth number of the disk rotor 14b, 15b, 34b, 35b changes. The case where the value calculated | required by the moving average of shifting is shown is shown. However, this is merely an example. For example, until the ratio α is obtained for each of the teeth numbered 1 to 48, the average value Tave for one rotation of the wheel is used or the ratio α for one rotation of the wheel is calculated. When the calculation is completed, a method of calculating the ratio α for the next one wheel rotation by using the average value Tave for the one wheel rotation this time or the previous time can be employed.

  Subsequently, when the amplitude amount A is obtained as described above, the process proceeds to step 290 and subsequent steps, and brake vibration detection is performed.

  Specifically, in step 290, a difference between the amplitude amount A obtained in step 280 and the amplitude amount A0 learned in step 270 is obtained. At this time, as the amplitude amount A0 learned in step 270, the one corresponding to the wheel speed when the amplitude amount A is obtained in step 280 is used.

  As a result, the amplitude amount A0 caused by the manufacturing error of the disk rotors 14b, 15b, 34b, and 35b is removed from the amplitude amount A obtained in step 280, and the partial wear of the disk rotors 14b, 15b, 34b, and 35b is removed. Only the variation of the ratio α generated due to is extracted. And the difference calculated | required here is compared with the predetermined threshold value predetermined as a detection standard of partial wear, and it is determined whether this predetermined threshold value is exceeded.

  If a negative determination is made in this step, the disc rotors 14b, 15b, 34b, and 35b are not partly worn, and no brake vibration is generated (or there is no sign of brake vibration). The judgment result that the brake vibration is not detected is advanced. For example, the determination result is indicated by resetting the brake vibration detection flag.

  On the other hand, if an affirmative determination is made in this step, it is assumed that the disc rotors 14b, 15b, 34b, and 35b are partially worn and brake vibration is occurring (or there is a sign of brake vibration). The process proceeds to and a determination result of brake vibration detection is issued. For example, the determination result is indicated by setting a brake vibration detection flag.

  In the case of the present embodiment, the difference between the amplitude amount A and the amplitude amount A0 obtained through steps 200 to 290 corresponds to the vibration gain corresponding to the brake vibration. The part that executes the processing corresponds to the gain calculation means. In steps 290 to 310, the brake vibration is detected based on the vibration gain, and the portion of the brake ECU 70 that executes these processes corresponds to the brake vibration detecting means.

  As described above, when the brake vibration detection determination in step 130 in FIG. 3 is completed, the process proceeds to step 140, where a running brake request determination process is executed. This process is executed based on the determination result of whether or not the occurrence of brake vibration is detected by the brake vibration detection determination. For example, a brake vibration detection flag is set when the brake vibration is detected. It is executed when it is indicated by being performed. Hereinafter, the running brake request determination process will be described with reference to the flowchart of the running brake request determination process shown in FIG.

  First, in step 400, it is determined whether braking is being performed. Whether or not braking is being performed is determined based on whether or not a detection signal indicating that the brake has been turned on is output from the stop switch 80, and a detection signal that indicates that the brake has been turned on is output from the stop switch 80. If so, it is treated as being braked.

  If an affirmative determination is made in this process, the routine proceeds to step 410, where a determination result that the brake during driving is not requested is issued indicating that the brake control during driving is not requested. For example, the determination result is indicated by resetting the brake request flag when traveling.

  On the other hand, if a negative determination is made in this process, the process proceeds to step 420 to determine whether or not the accelerator is off. A portion of the brake ECU 70 that executes this process corresponds to an accelerator-off detection unit. This process is performed based on the information (for example, throttle opening information) indicating the accelerator on / off state read from the information handled by the engine ECU 71 by the brake ECU 70, for example.

  In addition, when a negative determination is made in this process, the process proceeds to step 410, and a determination result that the brake is not required during traveling is issued. Only when an affirmative determination is made in this process, the routine proceeds to step 430, where a determination result of a travel-time brake request indicating that a brake control during travel is requested is issued. For example, the determination result is indicated by setting a brake request flag when traveling.

  Here, the brake control during traveling will be described. In the present embodiment, the brake control during traveling refers to the brake pads 14a, 15a, 34a, and 35a being moved to the disc rotors 14b, 15b by intentionally generating wheel cylinder pressure to suppress brake vibration during vehicle traveling. 34b, 35b, and the disk rotors 14b, 15b, 34b, 35b are worn. More specifically, the disk rotors 14b, 15b, 34b, and 34b that have been worn out by actively wearing places (non-wearing parts) that are not worn out of the disk rotors 14b, 15b, 34b, and 35b. , 35b are generally worn to reduce the degree of uneven wear, and preferably, uneven wear is eliminated.

  As described above, it is determined in step 400 whether or not braking is being performed. If braking is being performed, brake control during traveling is not performed. That is, priority is given to the original purpose of stopping the vehicle during braking, and the disk rotors 14b, 15b, 34b, and 35b are worn when not braking.

  Generally, when a brake pad is brought into contact with a disc rotor, the disc rotor is worn by these frictional forces. However, the relationship between the amount of wear of the disc rotor and the pressing force pressing the brake pad against the disc rotor is not necessarily a proportional relationship. This relationship varies depending on, for example, the material of the disc rotor, and the brake pad touches the disc rotor slightly, i.e., the material with the largest amount of wear of the disc rotor when the pressing force is very small. Some of the materials are such that the amount of wear of the disk rotor increases as the pressing force increases.

  On the other hand, during normal braking, in order to give priority to obtaining a high braking force, the pressing force of the brake pad against the disc rotor, that is, the wheel cylinder pressure is adjusted so that the braking efficiency is increased. Therefore, it is different from the pressing force when the amount of wear of the disk rotor increases.

  Therefore, in this embodiment, by controlling the wheel cylinder pressure so that the wear amount of the disk rotors 14b, 15b, 34b, and 35b is increased during traveling, the non-wearing portions of the disk rotors 14b, 15b, 34b, and 35b are controlled. Actively wear out. Of course, even if the amount of wear of the disk rotors 14b, 15b, 34b, 35b is small, the degree of uneven wear of the disk rotors 14b, 15b, 34b, 35b can be reduced. However, since brake control during travel is required over a long period of time, it is preferable to perform the control at a wheel cylinder pressure that increases the wear amount of the disk rotors 14b, 15b, 34b, and 35b. Such wheel cylinder pressure can be examined in advance by performing experiments for each material of the disk rotors 14b, 15b, 34b, and 35b.

  Further, in the present embodiment, such brake control during traveling is executed when the accelerator is off. Specifically, in step 420, it is determined whether or not the accelerator is off, and the brake control during traveling is executed only when the accelerator is off. This is because the engine brake is normally applied when the accelerator is turned off during traveling, so that the brake control during traveling is executed instead of the engine brake.

  That is, when the engine brake is applied, the driver recognizes that, so even if the vehicle decelerates when the brake pedal 11 is not depressed, the driver does not feel uncomfortable. For this reason, if the brake control during traveling is performed instead of the engine brake, the driver does not feel uncomfortable even if the vehicle decelerates.

  In this way, the brake control during travel is performed, and in steps 400 to 430, it is determined whether it is time to perform the brake control during travel.

  In step 430, when a determination result indicating that the brake control during driving is required is issued, the process proceeds to step 440, where the engine braking force is calculated from the vehicle speed (vehicle speed) and gear position at that time. Is done.

  As for the vehicle speed, a general method for obtaining the vehicle speed based on the wheel speed of each wheel FL, FR, RL, RR (a method using the largest of the wheel speeds and three average values excluding the slowest one) Etc.), or when the vehicle speed is determined by another ECU mounted on the vehicle, information may be obtained from the ECU.

  Further, the gear position can be obtained from the gear position information from the transmission ECU 72.

  The calculation of the engine braking force can be performed by a known method (for example, a method obtained from a map, etc.) if the vehicle speed and the gear position at that time are known.

  In this way, the brake request determination process at the time of travel is executed, the determination of the brake request at the time of travel is made, and when the brake request at the time of travel is made, the engine brake force is calculated. . When this travel time brake request determination process is completed, the routine proceeds to step 150 in FIG. 3 where engine (E / G) and transmission (T / M) coordination processes are executed. FIG. 8 shows a flowchart of engine and transmission coordination processing, which will be described with reference to this figure.

  First, in step 500, it is determined whether or not a running brake request is made. This process is performed based on the determination result in the above-mentioned traveling brake request determination process. For example, if the traveling brake request flag is set in step 430 described above, an affirmative determination is made. If the brake request flag is reset, a negative determination is made.

  When an affirmative determination is made here, the routine proceeds to step 510, where it is determined whether or not brake vibration is detected. This process is performed based on the determination result of the brake vibration detection determination at step 130 in FIG. 3, and for example, if the brake vibration detection flag is set at step 310 in FIG. 4, an affirmative determination is made. ing.

  When an affirmative determination is made in this step, the routine proceeds to step 520, where an idle request is issued to the engine ECU 71, and the routine proceeds to step 530, where a neutral request is issued to the transmission ECU 72.

  The idle request means outputting a command signal to the engine ECU 71 so as to control the engine speed to the idle state, and the neutral request means that the transmission ECU 72 is controlled so as to control the gear position to neutral. This means that a command signal is output. Therefore, when these requests are issued, the engine ECU 71 controls the engine speed to an idle state, and the transmission ECU 72 sets the gear position to neutral.

  That is, since the brake control during traveling is executed instead of the engine brake, the engine brake is not performed when this control is performed. Therefore, the above request is issued to the engine ECU 71 and the transmission ECU 72 so that the engine brake is not applied.

  Thus, when each request is made to engine ECU 71 and transmission ECU 72, the processing is completed.

  On the other hand, if a negative determination is made in step 500 or a negative determination is made in step 510, the process proceeds to step 540, and each request to engine ECU 71 and transmission ECU 72 is canceled. As a result, normal engine braking is applied.

  When the engine and transmission coordination processing is completed as described above, the process proceeds to step 160 in FIG. 3, and the engine braking force calculated in step 440 in FIG. 7 is set as the braking force target value. Then, the process proceeds to step 170, where actuator drive request processing for realizing the braking force target value set in step 160 is executed, and an actuator drive signal indicating a drive request is output to the brake hydraulic pressure control actuator 50. The

  As a result, the motor 60 and various control valves provided in the brake fluid pressure control actuator 50 are driven to generate a braking force corresponding to the braking force target value, thereby detecting the occurrence of brake vibration. The non-wearing portions of the disc rotors 14b, 15b, 34b, and 35b of the formed wheels (hereinafter referred to as vibration wheels) are scraped. That is, the W / C pressure is applied at the timing when the brake pads 14a, 15a, 34a, and 35a are positioned on the non-wearing portions of the disc rotors 14b, 15b, 34b, and 35b of the vibrating wheel, and the non-wearing portions are cut.

  Such timing is obtained based on the ratio α since the ratio α is obtained for each tooth of the sensor rotors 95 to 98 as described in step 280 described above. That is, a place where the ratio α is large becomes a non-wear portion, and a place where the ratio α is small is a portion where uneven wear occurs. For this reason, the W / C pressure is applied at the timing when the ratio α increases, and the non-wearing portion is cut.

  However, in the case of the W / C pressure that can increase the wear amount of the disk rotors 14b, 15b, 34b, and 35b, even if the W / C pressure is applied only to the vibration wheel, it corresponds to the braking force target value. There are cases where the braking force cannot be generated. Further, it is not preferable to apply the W / C pressure only to the braking wheel because a braking force is generated only on one side of the vehicle.

  For this reason, the same W / C pressure as that of the vibrating wheel is applied to the wheel positioned on the opposite side to the vibrating wheel or the wheel positioned diagonally to the vibrating wheel, and the braking force target value is still sufficient. If not, it is preferable to apply a W / C pressure corresponding to the braking force of the remaining two wheels.

  For example, when it is detected that the brake vibration is generated in the left front wheel FL, the W / C 14, 34 of the left front wheel FL and the right front wheel FR arranged symmetrically with respect to the left front wheel FL, the disc rotors 14b, 34b With respect to W / C 15 and 35 of the rear wheels RL and RR, the braking force generated by the left front wheel FL and the right front wheel FR is determined from the braking force target value so that the W / C pressure is suitable for increasing the amount of wear. It adjusts so that it may become the W / C pressure by which the braking force which subtracted is generated.

  Specifically, the first and second differential pressure control valves 16 and 36 are brought into a differential pressure state based on an electrical signal from the brake ECU 70, and the pumps 19 and 39 are driven by turning on the motor 60. The Then, the communication and blocking states of the first to fourth pressure increase control valves 17, 18, 37, and 38 are adjusted as appropriate, and the communication and blocking states of the first to fourth pressure reduction control valves 21, 22, 41, and 42 are adjusted. By adjusting appropriately, the W / C pressure in W / C14,15,34,35 is adjusted.

  In this way, it is possible to generate a braking force corresponding to the engine brake while cutting away the non-abrasion portion of the disk rotor 14b of the vibrating wheel.

  For reference, FIG. 9 shows a timing chart of each part when the brake vibration suppression control is executed by the brake vibration suppression device 1 of the present embodiment. As shown in this figure, the accelerator opening becomes zero, the engine speed is set to the idle state, and the gear position is set to neutral. Then, the braking force target value is set to the engine brake equivalent value. Thus, instead of the engine brake, a braking force is generated by increasing the W / C pressure, and when the braking force is generated, the non-wearing portions of the disk rotors 14b, 15b, 34b, and 35b of the vibrating wheel are shaved. It is like that.

  The effect by the brake vibration suppression device 1 of the present embodiment described above will be described.

  According to the brake vibration suppression device 1 of the present embodiment, when brake vibration is detected, brake vibration suppression control is performed so as to scrape the non-wearing portions of the disk rotors 14b, 15b, 34b, and 35b of the vibration wheel. ing.

  As a result, it is possible to gradually reduce the uneven wear of the disc rotors 14b, 15b, 34b, and 35b of the vibrating wheel, and to suppress the brake vibration that occurs due to the uneven wear.

  In this embodiment, the brake vibration suppression control is executed only during engine braking. For this reason, it is possible to prevent the driver from feeling uncomfortable that the braking force is generated even though the brake pedal 11 is not depressed.

  Further, when the non-abrasion portions of the disc rotors 14b, 15b, 34b, and 35b of the vibrating wheel are cut, a braking force is also generated with respect to the wheel positioned symmetrically or diagonally with the vibrating wheel. For this reason, it is possible to prevent a braking force from being generated only on one side of the vehicle, and to ensure vehicle running stability.

(Other embodiments)
In the above embodiment, the non-wearing portions of the disc rotors 14b, 15b, 34b, and 35b of the vibrating wheel are scraped at the time of engine braking, but the present invention is not necessarily limited to only at the time of engine braking. In short, if the uneven wear of the disk rotors 14b, 15b, 34b, and 35b can be reduced by cutting the non-abrasion portions of the disk rotors 14b, 15b, 34b, and 35b of the vibration wheels, the effect of suppressing brake vibration can be obtained. .

  In addition, the timing at which the driver does not feel uncomfortable has been described by taking the case of engine braking as an example, but the situation where the driving torque is sufficiently generated, that is, even if a slight braking force is applied, If the situation is not noticed, the driver can be prevented from feeling uncomfortable.

  Furthermore, in the said embodiment, it replaces with an engine brake, and the control which scrapes the non-abrasion part of the disk rotors 14b, 15b, 34b, and 35b of a vibration wheel is performed, However, These can also be coordinated. That is, when generating the engine brake, the engine brake may be generated by reducing the braking force generated when the non-wearing portions of the disc rotors 14b, 15b, 34b, and 35b of the vibrating wheel are scraped.

  Moreover, although the example which uses an electromagnetic pick-up type thing is given as the wheel speed sensors 91-94 in the said embodiment, if a detection signal fluctuates with the movement of the tooth part of the sensor rotors 95-98, it will be mentioned. Other known formats may also be used. In the above embodiment, an example in which a gear type is used as the sensor rotors 95 to 98 has been described. However, a gear type is obtained by embedding a magnetic material in a rotating body of a nonmagnetic material and exposing the magnetic material at equal intervals. A rotor switch having the same configuration as that of the sensor rotor is also included in the sensor rotor of the present invention. In this case, the plurality of magnetic materials exposed at equal intervals in the rotor switch correspond to the convex portions of the teeth, and the portions where the magnetic materials are not exposed, that is, the portions located between the plurality of exposed magnetic materials are the teeth. It corresponds to a recess and plays the same role as the gear-type sensor rotors 95 to 98.

  Further, in the above embodiment, the ratio α of each tooth is obtained using the average value Tave for one rotation of the wheel in the past. However, the average value Tave for one rotation of the wheel is obtained after each tooth has passed this time. The average value Tave may be used to determine the ratio α of each tooth.

  In the above embodiment, the ratio α is described as a ratio of the passing time ΔTk of one tooth of the sensor rotors 95 to 98 to the average value Tave, but it may be a passing time of several teeth. . Further, it may be considered to be substantially the ratio of the passing time ΔTk of one tooth of the sensor rotors 95 to 98 to the average value Tave. For example, instead of the average value Tave of the passing time ΔT of one tooth, it may be the ratio of the passing time of one tooth or a plurality of teeth to the total passing time for one rotation of the wheel.

  Furthermore, in the above-described embodiment, when the brake pedal 11 corresponding to the brake operation member is operated, the wheel cylinders 14, 15, 34, 35 via the brake fluid pressure control actuator 50 corresponding to the M / C 13 and the pressure adjusting means. The hydraulic brake vibration suppression device 1 to which the brake fluid pressure is applied has been described, but it may be an electric type. In this case, since the pressure is applied to the wheel cylinder by driving the motor, the motor corresponds to the pressure adjusting means.

  Note that the steps shown in each figure correspond to means for executing various processes.

It is the figure which showed the block configuration of the brake vibration suppression apparatus in 1st Embodiment of this invention. It is the figure which showed the detailed structure of the brake vibration suppression apparatus shown in FIG. It is a flowchart of the whole brake vibration suppression control process which brake ECU of the brake vibration suppression apparatus shown in FIG. 1 performs. It is the flowchart which showed the detail of the brake vibration detection determination in FIG. It is the figure which showed the fluctuation | variation of the ratio (alpha) in case the disk rotor is not unevenly worn. It is the figure which showed the fluctuation | variation of the ratio (alpha) in case the disk rotor is unevenly worn. It is the flowchart which showed the detail of the brake requirement determination process at the time of driving | running | working in FIG. It is the flowchart which showed the detail of the engine and transmission cooperation process in FIG. It is a timing chart of each part at the time of the brake vibration suppression control process by the brake vibration suppression apparatus shown in FIG. 1 being performed. It is the figure which showed the mechanism of the detection of the brake vibration based on the detection signal of a wheel speed sensor.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 1 ... Brake vibration suppression apparatus, 11 ... Brake pedal, 13 ... M / C, 14, 15, 34, 35 ... W / C, 14a, 15a, 34a, 35a ... Brake caliper, 14b, 15b, 34b, 35b ... Disc Rotor, 16, 36 ... Differential pressure control valve, 17, 18, 37, 38 ... Pressure increase control valve, 21, 22, 41, 42 ... Pressure reduction control valve, 50 ... Brake hydraulic pressure control actuator, 50a, 50b ... No. DESCRIPTION OF SYMBOLS 1, 2nd piping system, 70 ... Brake ECU, 71 ... Engine ECU, 72 ... Transmission ECU, 80 ... Stop switch, 91-94 ... Wheel speed sensor, 95-98 ... Sensor rotor.

Claims (5)

A plurality of wheels (FL, FR, RL, RR) provided in the vehicle when it is detected that the vehicle is being braked by the braking detection means (10) for detecting whether or not the vehicle is braking. ) Gain calculation means (200 to 290) for calculating the vibration gain based on the detection signals generated by the signal generation means (91 to 94) for generating the detection signals including the brake vibration components in each;
Brake vibration detection means (290-310) for detecting the occurrence of brake vibration depending on whether the vibration gain obtained by the gain calculation means is equal to or greater than a predetermined brake vibration determination threshold value. (70),
A wheel cylinder (14, 15, 34, 35) provided on each of the wheels;
Pressure adjusting means (50) for adjusting the wheel cylinder pressure generated in the wheel cylinder,
A brake vibration suppressing device configured to adjust a wheel cylinder pressure generated in the wheel cylinder to a desired value by outputting an electric signal to the pressure adjusting means by the electronic control device,
The electronic control device sends the electrical signal to the pressure adjusting means when the brake vibration detection is detected by the brake vibration detecting means, and when the brake detecting means detects that the brake is not being applied. By applying pressure to the wheel cylinder (14, 15, 34, 35) corresponding to the wheel in which the occurrence of the brake vibration is detected among the plurality of wheels, the brake pads (14a, 15a) of the wheel are applied. , 34a, 35a) are brought into contact with the disk rotor (14b, 15b, 34b, 35b), and non-wearing portions of the disk rotor are shaved. Engine control means (71) for controlling the engine speed;
Transmission control means (72) for controlling the gear position,
The electronic control unit has an accelerator-off detection means (420) for detecting an off state in which the accelerator pedal is released, and when the accelerator-off detection is detected by the accelerator-off detection means, the engine control means 2. A brake according to claim 1, wherein a command signal for controlling the engine speed to an idle state and a command signal for causing the gear position to be neutral are sent to the transmission control means. Vibration suppression device. The electronic control device sends the electrical signal to the pressure adjusting means, and when the non-wearing portion of the disc rotor of the wheel where the brake vibration is detected is scraped, the electronic control device is positioned at a wheel or diagonally symmetrical with the wheel. The brake vibration suppressing device according to claim 1, wherein pressure is also applied to the wheel cylinder corresponding to the wheel to be operated. The pressure adjusting means, when receiving the electrical signal from the electronic control device, sets the pressure applied to the wheel cylinder to a value that maximizes the amount of wear of the disk rotor with respect to the wheel in which the brake vibration is detected. The brake vibration suppressing device according to any one of claims 1 to 3, wherein the brake vibration suppressing device is adjusted. In the electronic control device, a sensor rotor (95 to 98) having a plurality of teeth composed of a combination of a convex portion and a concave portion is accompanied by rotation of a plurality of wheels (FL, FR, RL, RR). When the wheel is rotated, the convex portions and the concave portions on the teeth of the sensor rotor from the wheel speed sensors (91 to 94) which are the signal generating means arranged to face the teeth of the sensor rotor. When a detection signal corresponding to the positional relationship is output, the brake vibration is detected based on this detection signal.
As the gain calculation means,
A passage time detecting means (200) for obtaining a passage time (ΔT) of one tooth or several teeth of the sensor rotor from the detection signal from the wheel speed sensor;
The passing time detected by the passing time detecting means is accumulated for one rotation of the wheel, and the average passing time of one or several teeth of the sensor rotor is based on the number of teeth provided on the sensor rotor. A transit time average value calculating means (210) for obtaining a value (Tave);
The ratio (α) of the passage time to the average value from the average value obtained by the passage time calculation means and the passage time of one or several teeth of the sensor rotor obtained by the passage time detection means. A ratio calculation means (220) for obtaining
The detection result of the braking detection means for detecting whether or not the vehicle is being braked is input, and the ratio obtained by the ratio calculation means is determined to be that the vehicle is being braked by the braking detection means. If it is obtained when it is detected, the ratio is used to determine the amplitude amount (A) of the ratio for one rotation of the wheel during braking. )
The brake vibration according to any one of claims 1 to 4, wherein the brake vibration detecting means detects the occurrence of brake vibration from the amplitude amount obtained by the amplitude amount calculating means during braking. Suppression device.

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