JP2006273218A - Brake control system for vehicle - Google Patents

Brake control system for vehicle Download PDF

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JP2006273218A
JP2006273218A JP2005098153A JP2005098153A JP2006273218A JP 2006273218 A JP2006273218 A JP 2006273218A JP 2005098153 A JP2005098153 A JP 2005098153A JP 2005098153 A JP2005098153 A JP 2005098153A JP 2006273218 A JP2006273218 A JP 2006273218A
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brake
boost ratio
stroke
vehicle
pressure
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JP4525422B2 (en
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Masahiko Kamiya
雅彦 神谷
Moriharu Sakai
守治 酒井
Takaaki Matsuhashi
孝明 松橋
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Advics Co Ltd
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Advics Co Ltd
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Abstract

<P>PROBLEM TO BE SOLVED: To provide a brake control system for a vehicle of a by-wire method not requiring a stroke simulator, capable of constituting a brake hydraulic system in-line and not causing a change of a pedal stroke by regenerating braking. <P>SOLUTION: This brake control system for the vehicle is furnished with a brake pedal 2, a booster force ratio variation mechanism 3 to change a booster ratio of this brake pedal 2, a master cylinder 5, a wheel cylinder 6 to generate braking force, a pressure governing device 7 electrically controlled and to regulate hydraulic pressure of the wheel cylinder 6, a leg-power sensor 9 to detect an intention of brake operation of a driver and an electronic control device to judge the necessity of electric control in accordance various information signals and to output a control command as required to the pressure governing device 7 and the booster ratio variation mechanism 3 when required, which makes it possible to create a characteristic (stroke reaction force) of braking operation by cooperatively controlling the booster ratio variation mechanism 3 and the pressure governing device 7. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

この発明は、ブレーキ操作に応じた電気信号を発生させ、その電気信号に基づいて制御した制動力を発生させる、所謂バイワイヤー方式の液圧作動型の車両用ブレーキ装置に関する。   The present invention relates to a so-called by-wire hydraulically operated vehicle brake device that generates an electrical signal corresponding to a brake operation and generates a braking force controlled based on the electrical signal.

一般的な液圧作動型のバイワイヤー方式の車両用ブレーキ装置は、ブレーキ操作部と、そのブレーキ操作部で発生させた電気信号に基づく制御を行って制動力を発生させるブレーキ作動部を切り離し、運転者に与えるブレーキ操作感（ブレーキペダルの踏み応え感が一般的であるので以下では踏み応え感という）を創出するためのストロークシミュレータを用いる。そのような構造のブレーキ装置は、例えば、下記特許文献１に開示されている。   A general hydraulically operated by-wire type vehicle brake device includes a brake operation unit and a brake operation unit that generates a braking force by performing control based on an electric signal generated by the brake operation unit, A stroke simulator for creating a feeling of brake operation given to the driver (hereinafter referred to as a feeling of treading because a feeling of treading of the brake pedal is common) is used. A brake device having such a structure is disclosed in, for example, Patent Document 1 below.

しかしながら、ストロークシミュレータは高価であるので、そのストロークシミュレータを含むブレーキ装置は価格が上昇する。また、ブレーキ操作のフィーリングは車種などによって要求が異なり、様々な操作フィーリングが求められるが、操作フィーリングがピストンの径やスプリングの特性などによって定まるストロークシミュレータは、操作フィーリングの変更の要求に対する対応の自由度が小さく、全てのニーズに対して操作フィーリングに影響を及ぼす部品を交換して対応する必要がある。また、操作部と作動部を切り離したブレーキ装置は、アウトラインの構成になるので信頼性を保証するためのセンサなどを余分に設ける必要があり、これもコストに影響を及ぼす。   However, since the stroke simulator is expensive, the price of the brake device including the stroke simulator increases. The brake operation feeling varies depending on the type of vehicle, and various operation feelings are required. Stroke simulators that have an operation feeling determined by the piston diameter, spring characteristics, etc. require a change in the operation feeling. Therefore, it is necessary to replace parts that affect the operation feeling for all needs. In addition, since the brake device in which the operation unit and the operation unit are separated has an outline configuration, it is necessary to provide an extra sensor for ensuring reliability, which also affects the cost.

これに対し、下記特許文献２が開示している車両用ブレーキ装置は、ブレーキ液圧系をインラインで構成しながら油圧ポンプで発生させた油圧による助勢力を制御してマスタシリンダからの供給液圧を目標値に変化させるようにしており、このブレーキ装置は、ホイールシリンダの消費液量特性そのものが踏み応え感を創出するので高価なストロークシミュレータを必要としない。また、このブレーキ装置は、ブレーキ液圧系をインラインで構成しているので、従来のブレーキ装置と同様のブレーキ系の設計思想を踏襲できる利点もある。   On the other hand, in the vehicle brake device disclosed in Patent Document 2 below, the hydraulic pressure supplied from the master cylinder is controlled by controlling the assisting force by the hydraulic pressure generated by the hydraulic pump while configuring the brake hydraulic system in-line. This brake device does not require an expensive stroke simulator because the consumption fluid amount characteristic of the wheel cylinder itself creates a feeling of responsiveness. In addition, since the brake hydraulic pressure system is configured in-line, this brake apparatus has an advantage that it can follow the design concept of the brake system similar to the conventional brake apparatus.

しかしながら、この特許文献２の車両用ブレーキ装置は、回生ブレーキ（他方式ブレーキ）との協調制御を行う場合、回生ブレーキの変動に合わせて液圧ブレーキによる制動力を増減する必要があり、その結果、ホイールシリンダの消費液量が変動してブレーキ操作部材の操作ストロークが変動して操作フィーリングが安定しない。また、ホイールシリンダの消費液量によって踏み応え感が変化するので、消費液量のばらつきやパッド摩耗やフルード（ブレーキ液）劣化等の経年変化も操作フィーリングの変動因子となる。   However, in the vehicle brake device of Patent Document 2, when performing cooperative control with a regenerative brake (other type brake), it is necessary to increase or decrease the braking force by the hydraulic brake in accordance with the fluctuation of the regenerative brake. As a result, the amount of liquid consumed by the wheel cylinder varies and the operation stroke of the brake operation member varies, resulting in unstable operation feeling. In addition, since the tactile sensation changes depending on the amount of liquid consumed by the wheel cylinder, variations in the amount of liquid consumed, changes over time such as pad wear and fluid (brake fluid) deterioration, etc. are also factors that change the operational feeling.

ブレーキ操作のフィーリングが不安定であると運転者に不快感や不安感を与えることが考えられるので安定した操作フィーリングが得られるようにすることが望まれる。
特開２００４−２７６６６６号公報 特開２００２−３０２０３１号公報 If the feeling of brake operation is unstable, it may be uncomfortable or uneasy to the driver. Therefore, it is desirable to obtain a stable operation feeling.
JP 2004-276666 A JP 2002-302031 A

この発明は、特許文献２のブレーキ装置の利点、即ち、高価で、しかも、操作フィーリングの変更に対して部品を交換して対応する必要があるストロークシミュレータを必要とせず、また、ブレーキ液圧系をインラインで構成しているために信頼性確保のためのコストを抑えることができるという利点を生かしながら、同文献２のブレーキ装置で起こる回生ブレーキ実施時の操作ストローク変動をなくしたバイワイヤー方式の車両用ブレーキ装置を提供することを目的としている。   The present invention has the advantage of the brake device disclosed in Patent Document 2, that is, it is expensive and does not require a stroke simulator that needs to replace parts to cope with a change in operation feeling. A by-wire system that eliminates fluctuations in operating strokes during regenerative braking that occurs in the brake device of the literature 2 while taking advantage of the fact that the cost of ensuring reliability can be reduced because the system is configured inline An object of the present invention is to provide a vehicle brake device.

上記の目的を達成するため、この発明においては、運転者が操作してストロークさせるブレーキ操作部材と、このブレーキ操作部材による操作力の倍力比を変化させる倍力比可変機構と、前記ブレーキ操作部材から操作力を受けてブレーキ液圧を発生するマスタシリンダと、供給されたブレーキ液圧によって制動力を発生するブレーキ作動部と、前記ブレーキ作動部の液圧を増減圧可能な調圧装置と、運転者のブレーキ操作の意思を検出するブレーキ操作検知手段と、各種の情報信号に基づいて電気的制御の必要性を判断し、電気的制御が必要と判断したときに前記調圧装置と倍力比可変機構に必要な制御指令を出す電子制御装置とを備えさせて車両用ブレーキ装置を構成し、前記倍力比可変機構と前記調圧装置を協調制御してブレーキ操作の（ストローク−反力）特性を創出することを可能となした。   In order to achieve the above object, in the present invention, a brake operating member that is operated and stroked by a driver, a boost ratio variable mechanism that changes a boost ratio of operating force by the brake operating member, and the brake operation A master cylinder that receives an operating force from a member to generate a brake fluid pressure; a brake operating unit that generates a braking force by the supplied brake fluid pressure; and a pressure adjusting device that can increase or decrease the fluid pressure of the brake operating unit; The brake operation detecting means for detecting the driver's intention to operate the brake, and the necessity of electrical control is determined based on various information signals. The vehicle brake device is configured by including an electronic control device that issues a control command necessary for the force ratio variable mechanism, and the brake operation is performed by cooperatively controlling the boost ratio variable mechanism and the pressure regulator. None of it possible to create a - (stroke reaction force) characteristics.

この車両用ブレーキ装置の好ましい構成を以下に列挙する。
（１）回生ブレーキと液圧ブレーキをともに備え、回生ブレーキと協調して前記調圧装置が前記ブレーキ作動部に供給される液圧を回生ブレーキ相当分減圧し、同時に前記倍力比可変機構によって倍力比を高める制御が実行されるようにしたもの。なお、倍力比は、ブレーキ操作部材の回転運動の支点からブレーキ操作部材に対するマスタシリンダ連結点までの距離をＬ１、ブレーキ操作部材の入力点から前記支点（又はマスタシリンダ連結点）までの距離をＬ２としたとき、（Ｌ２／Ｌ１）の式で表される。
（２）ストロークセンサを付加してこのストロークセンサで前記ブレーキ操作部材の操作ストロークを検出し、その検出ストロークが目標とする（ストローク−反力）特性に一致しているかを前記電子制御装置が判断し、不一致の場合に前記倍力比可変機構による倍力比の調整と前記調圧装置による液圧制御が補正を加えてなされるようにしたもの。
（３）前記倍力比可変機構が、制動の解除時に倍力比を小さくする方向に制御されて次回制動の準備を整えるように構成されたもの。
（４）前記電子制御装置に信号を入力する操作特性切り替え手段を設けてその操作特性切り替え手段からの切り替え信号で前記（ストローク−反力）特性の初期設定値を変更可能となしたもの。
（５）減速度センサを付加して車両の減速度を検出し、検出した車両減速度が目標の減速度と一致しているかを前記電子制御装置が判断し、不一致の場合に前記倍力比可変機構による倍力比の調整と前記調圧装置による液圧制御が補正を加えてなされるようにしたもの
。
（６）前記調圧装置が機能できない場合は、前記倍力比可変機構により倍力比を高める制御が実行されるようにしたもの。 Preferred configurations of the vehicle brake device are listed below.
(1) A regenerative brake and a hydraulic brake are both provided, and in cooperation with the regenerative brake, the pressure adjusting device reduces the hydraulic pressure supplied to the brake operating portion by an amount corresponding to the regenerative brake, and at the same time by the boost ratio variable mechanism Control that increases the boost ratio is executed. The boost ratio is the distance from the fulcrum of the rotational movement of the brake operation member to the master cylinder connection point with respect to the brake operation member L1, and the distance from the input point of the brake operation member to the fulcrum (or master cylinder connection point). When L2, it is expressed by the formula (L2 / L1).
(2) A stroke sensor is added to detect an operation stroke of the brake operation member with the stroke sensor, and the electronic control unit determines whether the detected stroke matches a target (stroke-reaction force) characteristic. In the case of mismatch, the adjustment of the boost ratio by the variable boost ratio mechanism and the hydraulic pressure control by the pressure regulator are performed with correction.
(3) The variable boost ratio mechanism is configured to prepare for the next braking by being controlled in the direction of decreasing the boost ratio when the braking is released.
(4) Operation characteristic switching means for inputting a signal to the electronic control unit is provided, and the initial setting value of the (stroke-reaction force) characteristic can be changed by a switching signal from the operation characteristic switching means.
(5) A deceleration sensor is added to detect the deceleration of the vehicle, and the electronic control unit determines whether the detected vehicle deceleration matches the target deceleration. Adjustment of the boost ratio by the variable mechanism and hydraulic pressure control by the pressure regulator are made with correction.
(6) When the pressure regulator cannot function, control for increasing the boost ratio is performed by the boost ratio variable mechanism.

この発明の車両用ブレーキ装置は、倍力比可変機構と調圧装置を協調制御してブレーキ操作部材に反力を付与することができるので、高価なストロークシミュレータを必要としない。また、倍力比可変機構と調圧装置を協調制御してブレーキ操作の（ストローク−反力）特性を変化させることができ、部品の交換なしで操作フィーリングの変更の要求に応えることも可能になる。   The vehicle brake device according to the present invention can apply a reaction force to the brake operation member by cooperatively controlling the variable boost ratio mechanism and the pressure regulating device, and therefore does not require an expensive stroke simulator. In addition, the (stroke-reaction) characteristic of the brake operation can be changed by cooperatively controlling the variable boost ratio mechanism and the pressure regulator, and it is possible to meet the demand for changing the operation feeling without replacing parts. become.

また、ブレーキ液圧系がマスタシリンダからホイールシリンダまでがつながったインラインの構成になるので、信頼性を保証するためのセンサなどを余分に設けることも不要になり、これによるコスト削減も望める。   In addition, since the brake hydraulic system is an in-line configuration in which the master cylinder and the wheel cylinder are connected, it is not necessary to provide an extra sensor or the like for assuring reliability, and this can reduce the cost.

さらに、ブレーキ操作の（ストローク−反力）特性を倍力比可変機構と調圧装置によって変化させるので、ホイールシリンダの消費液量のばらつきや経年変化による影響も排除され、良好な操作フィーリングが得られる。   Furthermore, since the (stroke-reaction) characteristics of the brake operation are changed by the variable boost ratio mechanism and the pressure regulator, the effects of variations in the amount of liquid consumption in the wheel cylinders and changes over time are eliminated, resulting in a good operation feeling. can get.

このほか、特許文献２のブレーキ装置と同様、従来のブレーキ装置と同様のブレーキ系の設計思想を踏襲でき、これによるコスト負担の軽減も期待できる。また、（ストローク−反力）特性を倍力比可変機構によって変化させられるようにしておけば、調圧装置が失陥したときに操作力の倍力比を高めてマスタシリンダからの供給液圧による制動を高めるといったことも可能になる。   In addition, like the brake device of Patent Document 2, the design concept of the brake system similar to that of the conventional brake device can be followed, and the reduction of the cost burden can be expected. Also, if the (stroke-reaction force) characteristic can be changed by the variable boost ratio mechanism, the boost ratio of the operating force is increased when the pressure regulator fails, and the supply hydraulic pressure from the master cylinder is increased. It is also possible to increase the braking by.

以下、この発明の実施の形態を添付図面の図１乃至図４に基づいて説明する。図１は、第１実施形態の車両用ブレーキ装置を示している。この第１実施形態の車両用ブレーキ装置１は、運転者によって操作されるブレーキ操作部材(図のそれはブレーキペダル２)と、
このブレーキペダル２による操作力の倍力比を変化させる倍力比可変機構３と、前記ブレーキペダル２から入力ロッド４経由で操作力を受けてブレーキ液圧を発生するマスタシリンダ５と、供給されたブレーキ液圧によって制動力を発生するブレーキ作動部（図のそれはホイールシリンダ６）と、このホイールシリンダ６への供給液圧の増減圧が可能な調圧装置７と、ブレーキペダル２の操作ストロークを検出するストロークセンサ８及びブレーキペダル２に加えられた踏力（反力）を検出する踏力センサ９と、電子制御装置（ＥＣＵ）１０を備えている。 Embodiments of the present invention will be described below with reference to FIGS. 1 to 4 of the accompanying drawings. FIG. 1 shows a vehicle brake device according to a first embodiment. The vehicle brake device 1 according to the first embodiment includes a brake operation member operated by a driver (the brake pedal 2 in the figure),
A boost ratio variable mechanism 3 that changes the boost ratio of the operation force by the brake pedal 2 and a master cylinder 5 that receives the operation force from the brake pedal 2 via the input rod 4 and generates brake fluid pressure are supplied. The brake operating section (the wheel cylinder 6 in the figure) that generates a braking force by the brake hydraulic pressure, the pressure adjusting device 7 that can increase and decrease the hydraulic pressure supplied to the wheel cylinder 6, and the operation stroke of the brake pedal 2 A stroke sensor 8 for detecting the pedaling force, a pedaling force sensor 9 for detecting the pedaling force (reaction force) applied to the brake pedal 2, and an electronic control unit (ECU) 10.

ブレーキペダル２は、回転運動の支点２ａと、入力ロッド４の連結点２ｂを有する。   The brake pedal 2 has a fulcrum 2 a for rotational movement and a connection point 2 b for the input rod 4.

また、倍力比可変機構３は、ブレーキペダル２にスライド自在に取り付けた可動部材３ａと、駆動用のモータ３ｂと、モータ３ｂからの駆動力を可動部材３ａに伝える動力伝達要素３ｃ(図のそれはラック・ピニオン)とで構成されている。入力ロッド４は、前記可動部材３ａを介してブレーキペダル２に間接的に連結されており、可動部材３ａを移動させるとブレーキペダル２の回転運動の支点２ａから前記連結点２ｂまでの距離が変化してブレーキペダル２による操作力の倍力比が変化する。   Further, the variable boost ratio mechanism 3 includes a movable member 3a slidably attached to the brake pedal 2, a driving motor 3b, and a power transmission element 3c (shown in the drawing) that transmits the driving force from the motor 3b to the movable member 3a. It consists of rack and pinion). The input rod 4 is indirectly connected to the brake pedal 2 via the movable member 3a. When the movable member 3a is moved, the distance from the fulcrum 2a of the rotational movement of the brake pedal 2 to the connection point 2b changes. Thus, the boost ratio of the operating force by the brake pedal 2 changes.

マスタシリンダ５は、リザーバ５ａを伴う周知のマスタシリンダ(図のそれはタンデム型)である。   The master cylinder 5 is a well-known master cylinder (it is a tandem type in the figure) with a reservoir 5a.

調圧装置７は、マスタシリンダ５からホイールシリンダ６に至る液圧回路に組み込まれる増圧切り換え弁７ａと、この増圧切り換え弁７ａよりもマスタシリンダ５に近い側に配置する差圧制御用リニア弁７ｂと、ホイールシリンダ６の液圧を低下させる減圧切り換え弁７ｃと、減圧切り換え弁７ｃを通って排出されるブレーキ液を蓄える調圧リザーバ７ｄと、調圧リザーバ７ｄやマスタシリンダのリザーバ５ａからブレーキ液を必要時に汲み上げてリニア弁７ｂと増圧切り換え弁７ａとの間の液圧回路に還流させるモータ駆動のポンプ７ｅと、ダンパ７ｆ及び圧力センサ７ｇを組み合わせて構成される。これはアンチロック制御、トラクションコントロール、車両の安定性制御などを行う機能を備えた還流式液圧ブレーキ装置に採用される既知の調圧装置と同様の構成を持つものになっている。   The pressure adjusting device 7 includes a pressure increase switching valve 7a incorporated in a hydraulic circuit extending from the master cylinder 5 to the wheel cylinder 6, and a differential pressure control linear disposed on the side closer to the master cylinder 5 than the pressure increase switching valve 7a. From the valve 7b, the pressure reducing switching valve 7c for reducing the hydraulic pressure of the wheel cylinder 6, the pressure regulating reservoir 7d for storing brake fluid discharged through the pressure reducing switching valve 7c, the pressure regulating reservoir 7d and the reservoir 5a of the master cylinder A motor-driven pump 7e that pumps up brake fluid when necessary and returns it to a hydraulic circuit between the linear valve 7b and the pressure increase switching valve 7a, a damper 7f, and a pressure sensor 7g are combined. This has the same configuration as a known pressure regulating device employed in a reflux hydraulic brake device having functions for performing anti-lock control, traction control, vehicle stability control, and the like.

電子制御装置１０は、図に示したストロークセンサ８、踏力センサ９、圧力センサ７ｇのほか、車輪速センサ、減速度センサなどの各種センサから入力される各種の情報に基づいて電気的制御の必要性を判断して必要があれば制御指令を出す。   The electronic control device 10 needs to be electrically controlled based on various information input from various sensors such as a wheel speed sensor and a deceleration sensor in addition to the stroke sensor 8, the pedaling force sensor 9, and the pressure sensor 7 g shown in the figure. If necessary, issue a control command.

回生制動がなされる場合の具体的制御の手順を、図２を参照して以下に記す。
１）まず、踏力センサ９からの信号によって運転者のブレーキ操作の意思の有無を判断する。
２）また、その判断結果と、予めインプットされている目標Ｆ−Ｐ特性（ブレーキ液圧とペダル踏力の関係）及び回生制動によるブレーキ力から目標Ｗ／Ｃ圧（ホイールシリンダ圧）を求め、その結果と、目標Ｆ−Ｓ特性（ペダルストロークとペダル踏力の関係）及びホイールシリンダの消費液量特性から制御目標の倍力比Ｌを求め、目標が実現されるように倍力比可変機構３によって倍力比を制御する。 A specific control procedure when regenerative braking is performed will be described below with reference to FIG.
1) First, it is determined from the signal from the pedal force sensor 9 whether or not the driver intends to perform a brake operation.
2) Further, a target W / C pressure (wheel cylinder pressure) is obtained from the judgment result, a target FP characteristic (relation between brake fluid pressure and pedal depression force) inputted in advance and a braking force by regenerative braking, The boost ratio L of the control target is obtained from the result, the target FS characteristic (the relationship between the pedal stroke and the pedal effort) and the consumption amount characteristic of the wheel cylinder, and the variable boost ratio mechanism 3 is used to achieve the target. Control the boost ratio.

３）さらに、圧力センサ７ｇで検出したＭ／Ｃ圧（マスタシリンダの出力圧）と目標Ｗ／Ｃ圧から、調圧装置７への指示値を演算し、電子制御装置１０から調圧装置７に指令を出して演算結果に基づく液圧制御を実行する。   3) Further, an instruction value to the pressure regulator 7 is calculated from the M / C pressure (master cylinder output pressure) detected by the pressure sensor 7g and the target W / C pressure. A hydraulic pressure control based on the calculation result is executed.

４）ストロークセンサ８でペダルストロークを検知して目標Ｆ−Ｓ特性からの偏差を求め、偏差がある場合には倍力比可変機構３による倍力比の調整と調圧装置７による液圧制御に補正を加える。   4) A pedal stroke is detected by the stroke sensor 8 to obtain a deviation from the target FS characteristic. If there is a deviation, adjustment of the boost ratio by the boost ratio variable mechanism 3 and hydraulic pressure control by the pressure regulator 7 Add corrections to.

以上の制御の概略フローチャートを図３（ａ）に示す。この制御によって、回生ブレーキによるペダルストローク変化分が倍力比の制御によって吸収され、回生ブレーキ実施時の消費液量変動によるペダルストローク変動が防止されてブレーキ操作のフィーリングが安定する。図３（ｂ）は回生制動を行わないときの制御手順を示している。   A schematic flowchart of the above control is shown in FIG. By this control, the pedal stroke change due to the regenerative brake is absorbed by the control of the boost ratio, the pedal stroke fluctuation due to the fluctuation of the consumption liquid amount at the time of the regenerative braking is prevented, and the feeling of the brake operation is stabilized. FIG. 3B shows a control procedure when regenerative braking is not performed.

なお、前記４）の補正制御は、倍力比の制御精度を高める好ましい制御であるが、必須ではない。ほかにも、好ましい制御として、減速度センサを付加して車両の減速度を検出し、検出した車両減速度が目標の減速度と一致しているかを電子制御装置が判断し、不一致の場合に前記倍力比可変機構による倍力比の調整と前記調圧装置による液圧制御を、補正を加えて行うことが考えられる。この方法は、Ｗ／Ｃ圧を制御目標にした場合に最終制御対象からの情報を取り込んだフィードバック制御となるので、ブレーキがフェード状態になってブレーキペダルの操作特性と実際の車両減速度が一致しないと言う不具合が回避され、操作フィーリングの精度がさらに高まる。   The correction control 4) is a preferable control that increases the control accuracy of the boost ratio, but is not essential. In addition, as a preferable control, a deceleration sensor is added to detect the vehicle deceleration, and the electronic control unit determines whether the detected vehicle deceleration matches the target deceleration. It is conceivable that adjustment of the boost ratio by the variable boost ratio mechanism and hydraulic pressure control by the pressure regulator are performed with correction. In this method, when the W / C pressure is set as the control target, feedback control is performed by taking in information from the final control target, so that the brake is in a fade state and the operation characteristics of the brake pedal and the actual vehicle deceleration coincide. The problem of not doing so is avoided, and the accuracy of the operation feeling is further increased.

また、倍力比可変機構３が、制動の解除時に倍力比を小さくする方向に制御されて次回制動の準備を整えるようにしておくのも好ましい。倍力比小の状態でブレーキ操作部が待機していると、運転者がブレーキペダルを早踏みしたときに適正な減速度の立ち上がりを伴わずにブレーキペダルだけが奥に入り込む現象を最小限に抑えることができる。なお、ブレーキ操作部を倍力比小の状態で待機させても、制御の立ち上がりに合わせて倍力比を高めればストローク感のある操作フィーリングを得ることができる。   It is also preferable that the variable boost ratio mechanism 3 is controlled so as to reduce the boost ratio when the brake is released so that preparation for the next braking is prepared. When the brake operation unit is on standby with a small boost ratio, the phenomenon that only the brake pedal enters the back without the start of proper deceleration when the driver depresses the brake pedal quickly is minimized. Can be suppressed. Even if the brake operation unit is made to stand by in a state where the boost ratio is small, an operation feeling with a sense of stroke can be obtained if the boost ratio is increased in accordance with the start of control.

図１の１１は、必要に応じて設ける操作特性切り替え手段（これは切り替えスイッチやダイヤルなどでよい）である。この操作特性切り替え手段１１から電子制御装置１０に特性切り替え信号を入力し、Ｆ−Ｓ特性の初期設定値を変更できるようにしておくことができ、その操作特性切り替え手段１１を追設した車両用ブレーキ装置は、Ｆ−Ｓ特性を運転者の好みに応じて変更することが可能になる。また、低μ路での操作感度を鈍くする（アンチロック制御がすぐに起こらないようにする）などのニーズに応えることも可能になる。   Reference numeral 11 in FIG. 1 denotes operation characteristic switching means provided as necessary (this may be a changeover switch, a dial, or the like). It is possible to input a characteristic switching signal from the operation characteristic switching unit 11 to the electronic control unit 10 so that the initial setting value of the FS characteristic can be changed. For the vehicle additionally provided with the operation characteristic switching unit 11 The brake device can change the FS characteristic according to the driver's preference. In addition, it becomes possible to respond to needs such as dull operation sensitivity on low μ roads (to prevent antilock control from occurring immediately).

第２実施形態の車両用ブレーキ装置を図４に示す。この第２実施形態の車両用ブレーキ装置２１は、調圧装置１２として、電気的に制御される負圧ブースタを採用したものである。その負圧ブースタで構成される調圧装置１２を入力ロッド４とマスタシリンダ５との間に配置し、マスタシリンダ５からホイールシリンダ６に至る液圧回路に圧力センサ１３を設けており、ブレーキ作動部の構成が図１の第１実施形態と異なったものになっている。図示の調圧装置１２は、リニアソレノイド１２ａで助勢力を発生させる電気助勢負圧ブースタになっているが、負圧や液圧の大きさを電子制御装置１０からの指令に基づいて制御してブレーキ操作の助勢力を変化させる、液圧式ブースタや電気式ブースタなどであってもよい。この第２実施形態の車両用ブレーキ装置２１の回生ブレーキ作動時、非作動時の制御は、上述した第１実施形態の車両用ブレーキ装置の制御と同じであるので、説明を省く。   FIG. 4 shows a vehicle brake device according to the second embodiment. The vehicular brake device 21 according to the second embodiment employs an electrically controlled negative pressure booster as the pressure adjusting device 12. A pressure regulating device 12 composed of the negative pressure booster is disposed between the input rod 4 and the master cylinder 5, and a pressure sensor 13 is provided in a hydraulic circuit from the master cylinder 5 to the wheel cylinder 6 to operate the brake. The structure of the part is different from that of the first embodiment of FIG. The pressure adjusting device 12 shown in the figure is an electric assist negative pressure booster that generates an assisting force by the linear solenoid 12a, and controls the magnitude of the negative pressure and the hydraulic pressure based on a command from the electronic control device 10. A hydraulic booster, an electric booster, or the like that changes the assist force of the brake operation may be used. Since the control when the regenerative brake is operated and the non-operation of the vehicle brake device 21 of the second embodiment is the same as the control of the vehicle brake device of the first embodiment described above, a description thereof will be omitted.

第１実施形態の車両用ブレーキ装置の概要を示す図The figure which shows the outline | summary of the brake device for vehicles of 1st Embodiment. 第１実施形態の車両用ブレーキ装置の制御概念を諸特性と照らして示す図The figure which shows the control concept of the brake device for vehicles of 1st Embodiment in light of various characteristics （ａ）車両用ブレーキ装置の回生ブレーキ実施時の制御の概略フローチャート、（ｂ）回生ブレーキ非実施時の制御の概略フローチャート(A) Schematic flowchart of control when regenerative braking of vehicle brake device is performed, (b) Schematic flowchart of control when regenerative braking is not performed 第２実施形態の車両用ブレーキ装置の概要を示す図The figure which shows the outline | summary of the brake device for vehicles of 2nd Embodiment.

符号の説明Explanation of symbols

１、２１ 車両用ブレーキ装置
２ ブレーキペダル
２ａ 支点
２ｂ 連結点
３ 倍力比可変機構
３ａ 可動部材
３ｂ モータ
３ｃ 動力伝達要素
４ 入力ロッド
５ マスタシリンダ
６ ホイールシリンダ
７、１２ 調圧装置
７ａ 増圧切り換え弁
７ｂ 差圧制御用リニア弁
７ｃ 減圧切り換え弁
７ｄ 調圧リザーバ
７ｅ ポンプ
７ｆ ダンパ
７ｇ 圧力センサ
８ ストロークセンサ
９ 踏力センサ
１０ 電子制御装置
１１ 操作特性切り替え手段
１２ａ リニアソレノイド
１３ 圧力センサ DESCRIPTION OF SYMBOLS 1, 21 Vehicle brake device 2 Brake pedal 2a Support point 2b Connection point 3 Boost ratio variable mechanism 3a Movable member 3b Motor 3c Power transmission element 4 Input rod 5 Master cylinder 6 Wheel cylinder 7, 12 Pressure regulator 7a Pressure increase switching valve 7b Linear valve for differential pressure control 7c Depressurization switching valve 7d Pressure regulating reservoir 7e Pump 7f Damper 7g Pressure sensor 8 Stroke sensor 9 Treading force sensor 10 Electronic control unit 11 Operation characteristic switching means 12a Linear solenoid 13 Pressure sensor

Claims (7)

運転者が操作してストロークさせるブレーキ操作部材と、このブレーキ操作部材による操作力の倍力比を変化させる倍力比可変機構と、前記ブレーキ操作部材から操作力を受けてブレーキ液圧を発生するマスタシリンダと、供給されたブレーキ液圧によって制動力を発生するブレーキ作動部と、前記ブレーキ作動部の液圧を増減圧可能な調圧装置と、運転者のブレーキ操作の意思を検出するブレーキ操作検知手段と、各種の情報信号に基づいて電気的制御の必要性を判断し、電気的制御が必要と判断したときに前記調圧装置と倍力比可変機構に必要な制御指令を出す電子制御装置とを備え、前記倍力比可変機構と前記調圧装置を協調制御してブレーキ操作の（ストローク−反力）特性を創出することを可能となした車両用ブレーキ装置。   A brake operation member that is operated and stroked by the driver, a boost ratio variable mechanism that changes a boost ratio of the operation force by the brake operation member, and a brake fluid pressure that is generated by receiving the operation force from the brake operation member A master cylinder, a brake operating unit that generates a braking force by the supplied brake hydraulic pressure, a pressure regulator that can increase and decrease the hydraulic pressure of the brake operating unit, and a brake operation that detects the driver's intention to operate the brake Electronic control that determines the necessity of electrical control based on the detection means and various information signals, and issues a control command necessary for the pressure regulator and the boost ratio variable mechanism when it is determined that electrical control is necessary A brake device for a vehicle, which can create a (stroke-reaction force) characteristic of a brake operation by cooperatively controlling the variable boost ratio mechanism and the pressure regulator. 回生ブレーキと液圧ブレーキをともに備え、回生ブレーキと協調して前記調圧装置が前記ブレーキ作動部に供給される液圧を回生ブレーキ相当分減圧し、同時に前記倍力比可変機構によって倍力比を高める制御が実行されるようにしたことを特徴とする請求項１に記載の車両用ブレーキ装置。   The regenerative brake and the hydraulic brake are both provided, and the pressure adjusting device reduces the hydraulic pressure supplied to the brake actuating part by the regenerative brake in cooperation with the regenerative brake, and at the same time the boost ratio variable mechanism The vehicle brake device according to claim 1, wherein control for increasing the vehicle speed is executed. ストロークセンサを付加して前記ブレーキ操作部材の操作ストロークを検出し、その検出ストロークが目標とする（ストローク−反力）特性に一致しているかを前記電子制御装置が判断し、不一致の場合に前記倍力比可変機構による倍力比の調整と前記調圧装置による液圧制御が補正を加えてなされるようにしたことを特徴とする請求項２に記載の車両用ブレーキ装置。   A stroke sensor is added to detect an operation stroke of the brake operation member, and the electronic control unit determines whether the detected stroke matches a target (stroke-reaction force) characteristic. The vehicular brake device according to claim 2, wherein the adjustment of the boost ratio by the variable boost ratio mechanism and the hydraulic pressure control by the pressure regulator are corrected. 前記倍力比可変機構が、制動の解除時に倍力比を小さくする方向に制御されて次回制動の準備を整えるように構成されたことを特徴とする請求項１乃至３のいずれかに記載の車両用ブレーキ装置。   The said boost ratio variable mechanism is comprised so that it may be controlled by the direction which makes a boost ratio small at the time of cancellation | release of a brake, and it prepares for the next braking, The one of Claim 1 thru | or 3 characterized by the above-mentioned. Brake device for vehicles. 前記電子制御装置に信号を入力する操作特性切り替え手段を設けてその操作特性切り替え手段からの切り替え信号で前記（ストローク−反力）特性の初期設定値を変更可能となした請求項１乃至４のいずれかに記載の車両用ブレーキ装置。   5. An operation characteristic switching means for inputting a signal to the electronic control device is provided, and an initial setting value of the (stroke-reaction force) characteristic can be changed by a switching signal from the operation characteristic switching means. The vehicle brake device according to any one of the above. 減速度センサを付加して車両の減速度を検出し、検出した車両減速度が目標の減速度と一致しているかを前記電子制御装置が判断し、不一致の場合に前記倍力比可変機構による倍力比の調整と前記調圧装置による液圧制御が補正を加えてなされるようにしたことを特徴とする請求項１乃至５のいずれかに記載の車両用ブレーキ装置。   A deceleration sensor is added to detect the deceleration of the vehicle, and the electronic control unit determines whether the detected vehicle deceleration matches the target deceleration. The vehicle brake device according to any one of claims 1 to 5, wherein the adjustment of the boost ratio and the hydraulic pressure control by the pressure regulator are made with correction. 前記調圧装置が機能できない場合は、前記倍力比可変機構により倍力比を高める制御が実行されるようにしたことを特徴とする請求項１乃至６のいずれかに記載の車両用ブレーキ装置。   The vehicular brake device according to any one of claims 1 to 6, wherein when the pressure regulator cannot function, control for increasing the boost ratio is performed by the boost ratio variable mechanism. .
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JP2012512774A (en) * 2008-12-18 2012-06-07 ローベルト ボツシユ ゲゼルシヤフト ミツト ベシユレンクテル ハフツング Brake device for motor vehicle and method for controlling the brake device
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CN114750733A (en) * 2022-03-16 2022-07-15 清华大学 Brake-by-wire system and control method for automobile
CN114954393A (en) * 2022-03-28 2022-08-30 柳州五菱新能源汽车有限公司 Vehicle control method and related device
CN114954393B (en) * 2022-03-28 2023-08-04 柳州五菱新能源汽车有限公司 Vehicle control method and related device
CN115257670A (en) * 2022-08-30 2022-11-01 麦格纳动力总成(江西)有限公司 Brake pressure control method and device for IPB brake system
CN115257670B (en) * 2022-08-30 2023-08-11 麦格纳动力总成(江西)有限公司 Brake pressure control method and device for IPB brake system

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