JP2007186140A - Brake hydraulic system, brake air bleeding work support device, and air bleeding method of brake hydraulic system - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a brake hydraulic control device improved in working efficiency by reducing the necessary number of worker when bleeding air from brake fluid. <P>SOLUTION: A brake hydraulic control device has a control unit for controlling hydraulic pressure of a wheel cylinder based on the operating condition of a vehicle and an actuator for increasing/decreasing the hydraulic pressure of the wheel cylinder based on a command from the control unit. The vehicle is provided with a discharge hole to be opened/closed by a selector valve so as to discharge the brake fluid, and the control unit discharges the brake fluid to the discharge hole or the master cylinder by driving the actuator based on the command from a worker who bleeds air from the brake fluid. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to a brake fluid pressure system that obtains a braking force by controlling fluid pressure in a wheel cylinder, a brake air bleed operation support device, and a brake fluid pressure system air bleed operation method.

2. Description of the Related Art Conventionally, in a vehicle equipped with a brake fluid pressure system in which a fluid pressure control unit is provided between a fluid pressure source and a wheel cylinder and the wheel cylinder pressure is controlled by the fluid pressure control unit, Stop control and depress the brake pedal to increase the hydraulic pressure. At that time, the brake fluid mixed with air is discharged by removing the brake plug of the wheel cylinder, and a new brake fluid is filled after the discharge (for example, see Non-Patent Document 1).
July 5, 2005 Issued Toyota Crown Majesta Repair Book Volume A P45-P49

  However, in the above prior art, since it is necessary to step on the brake pedal during the air bleeding operation, a total of three people: the person who steps on the brake pedal at the time of the operation, the person who operates the brake plug of the wheel cylinder, and the person who fills the brake fluid Was necessary and the work was inefficient.

  The present invention has been made paying attention to the above problems, and an object of the present invention is to provide a brake fluid pressure control device for a vehicle that reduces the number of workers when bleeding the brake fluid and improves the work efficiency. It is in.

  In order to achieve the above object, the present invention includes a control unit that controls the hydraulic pressure of the wheel cylinder based on the driving condition of the vehicle, and an actuator that increases and decreases the hydraulic pressure of the wheel cylinder based on a command from the control unit. In the brake fluid pressure control device, the vehicle includes a discharge hole that is opened and closed by a switching valve and discharges the brake fluid, and the control unit controls the actuator based on a command from an operator for bleeding the brake fluid. The brake fluid is discharged to the discharge hole or the master cylinder by driving.

  Therefore, it is possible to provide a vehicle brake fluid pressure control device that reduces the number of personnel required for bleeding the brake fluid and improves the work efficiency.

  DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS The best mode for realizing a vehicle brake fluid pressure control apparatus according to the present invention will be described below based on embodiments shown in the drawings.

[System Configuration]
Example 1 will be described with reference to FIGS. FIG. 1 is a system configuration diagram of a vehicle brake fluid pressure control device. The brake fluid pressure control device of the vehicle of the present application is a so-called brake-by-wire system, and the front wheel is equipped with a hydraulic brake device, while the rear wheel side employs a system that electrically controls the brake without using hydraulic pressure, The rear wheel side may obtain braking force by hydraulic pressure, and is not particularly limited.

  The master cylinder M / C is provided with a stroke sensor S / Sen and a stroke simulator S / Sim. As the brake pedal BP is depressed, hydraulic pressure is generated in the master cylinder M / C, and a stroke signal for the brake pedal BP is output to the main ECU 300. The generated master cylinder pressure is supplied to the hydraulic unit HU via the oil passages A and A, and is applied to the wheel cylinder W / C of the front wheel in the caliper 5 via the oil passages D and D after the hydraulic pressure control. Supplied.

  The main ECU 300 calculates the target hydraulic pressure of the front wheels in consideration of the vehicle state quantity such as the vehicle speed and yaw rate based on the stroke signal, and outputs a command signal to the hydraulic pressure unit HU via the sub ECU 100 to output the wheel cylinder W / C. The hydraulic pressure is controlled and the front wheels are braked by the regenerative braking device 9 during braking. The rear wheel brake actuator 6 controls the braking force of the electric caliper 7 based on a command signal from the main ECU 300.

  The hydraulic unit HU shuts off the communication between the master cylinder pressure and the wheel cylinder W / C during normal braking in the brake-by-wire system. It is shut off by OFF / V (FL, FR), and hydraulic pressure is supplied to the wheel cylinder W / C by the pump P to generate a braking force. Further, when the wheel tends to lock due to the driver's sudden braking operation, the pressure increasing valve is driven to release the lock, and the supply of hydraulic pressure from the pump P side to the front wheel cylinder W / C is shut off.

  Then, by properly driving the pressure reducing valve, the hydraulic pressure in the front wheel cylinder W / C is reduced, and a braking force is obtained while avoiding locking of the wheels. When the brake-by-wire function fails, the master cylinder pressure is supplied to the front wheel cylinder W / C to obtain the braking force.

  In this embodiment, the oil passage configuration for supplying the master cylinder pressure to the rear wheel brake actuator 6 is not provided. That is, the rear wheel has a smaller braking force than the front wheel (generally, the braking force ratio between the front wheel and the rear wheel is about 7: 3 to 2: 1). This is because it can be secured.

(When releasing brake fluid air)
When bleeding the brake fluid, the service tool 1 is used to output a command to the main ECU 300, the pump in the hydraulic unit HU is driven to increase the hydraulic pressure, and the air bleeder 52 ( Brake fluid is discharged from (see FIG. 3). In order to reliably discharge the mixed air in each part in the hydraulic circuit, the pump pressure is supplied to each oil passage by driving each valve in the hydraulic unit HU.

  Note that the air bleeder 52 is manually opened and closed, but may be remotely operated by the service tool 1. In the present embodiment, the service tool 1 and the main ECU 300 are connected via the harness 1a, but a command may be given to the main ECU 300 by radio.

[Hydraulic circuit diagram of hydraulic unit]
FIG. 2 is a hydraulic circuit diagram of the hydraulic unit HU. The hydraulic unit HU is a tandem type unit composed of an S system connected to the left front wheel and a P system connected to the right front wheel. Both the left and right FL and FR wheels are connected to the same pump P and are driven by a motor M. The motor M is controlled by the main ECU 300.

  The master cylinder M / C has oil passages A and A, a normally open shutoff valve S.M. Connected to the wheel cylinder W / C via OFF / V (FL, FR) and oil passages D, D. The pump P is a gear pump, the suction side is connected to the reservoir RSV via the oil passage B, and the discharge side is connected to the oil passages C and C via the oil passage F. The master cylinder M / C is provided with a stroke sensor S / Sen and a stroke simulator S / Sim that detect the pedaling force of the driver, and outputs a detection signal to the main ECU 300.

  The oil passages C and C are provided with in-valves IN / V (FL, FR), which are normally open proportional valves, and are connected to the oil passages E and E, respectively. The oil passages E and E are provided with out valves OUT / V (FL, FR), which are normally closed proportional valves, and are connected to the oil passage B. The oil passages C and C are provided with check valves C / V (FL, FR) that allow only the flow from the pump P to the in valves IN / V (FL, FR). Furthermore, a relief valve Ref / V that releases excess discharge pressure is provided in the oil passage G that connects the oil passages C, C and the oil passage B.

  Oil path A, A, master cylinder M / C and shutoff valve S. Master cylinder pressure sensors MC / Sen 1 and 2 for detecting the master cylinder pressure are provided between OFF / V (FL, FR). The oil passages D and D are also provided with wheel cylinder pressure sensors WC / Sen (FL, FR) for detecting the wheel cylinder pressure, and the oil passage F also has a pump pressure sensor P / Sen for detecting the pump discharge pressure. Is provided. Each detected hydraulic pressure is output to the main ECU 300.

(When pressure is increased)
When the pressure is increased, the hydraulic oil is pumped from the reservoir RSV through the oil passage B by the pump P, and the wheel cylinder W / C is increased through the normally open in-valve IN / V (FL, FR). At this time, the normally open shut-off valve S.I. OFF / V (FL, FR) is closed, and the master cylinder pressure is not introduced into the wheel cylinder W / C. Further, the out valve OUT / V (FL, FR) is also closed to shut off the wheel cylinder W / C and the reservoir RSV.

(At reduced pressure)
At the time of depressurization, the pump P is stopped and the out valve OUT / V (FL, FR) is opened. Normally open shut-off valve OFF / V (FL, FR) is closed. As a result, the wheel cylinder W / C communicates with the reservoir RSV via the oil passages D, D and E, E and the oil passage B, and the wheel cylinder pressure is reduced.

(When holding)
When holding, the pump P is stopped, and the check valve C / V (FL, FR) is used to avoid backflow to the pump side regardless of whether the in-valve IN / V (FL, FR) is opened or closed. In addition, the out valve OUT / V (FL, FR) and the shutoff valve S.I. OFF / V (FL, FR) is closed. Accordingly, the wheel cylinder W / C is disconnected from the master cylinder M / C and the reservoir RSV, and the hydraulic pressure is maintained.

(During fail)
At the time of failure, each solenoid valve is de-energized and the normally open shut-off valve S.E. OFF / V (FL, FR) and in-valve IN / V (FL, FR) are automatically opened, and the normally closed out-valve OUT / V (FL, FR) is closed. As a result, the master cylinder M / C and the wheel cylinder W / C communicate with each other, the wheel cylinder W / C and the reservoir RSV are shut off, and a manual brake is secured.

[Air bleeder in wheel cylinder]
FIG. 3 is a perspective view of the wheel cylinder W / C. The wheel cylinder W / C is provided in the caliper 5 and regulates the rotation of the rotor 51 that rotates together with the wheels by increasing the pressure. The caliper 5 is provided with an air bleeder 52 connected to the wheel cylinder W / C. When the pressure is increased, the brake fluid is discharged by opening and closing the plug 53 of the air bleeder 52. As described above, the plug 53 of the air bleeder 52 is manually opened and closed.

[Air bleeding control in hydraulic circuit]
When replacing the brake fluid, the brake fluid mixed with air is discharged from the reservoir RSV by evacuation. On the other hand, in an oil passage where the mixed air cannot be discharged by evacuation due to circuit configuration, it is necessary to increase the hydraulic pressure in the hydraulic circuit to discharge the brake fluid mixed with air. Here, if the brake control is completely stopped at the time of replacement, the hydraulic pressure in the hydraulic circuit must be increased by the brake pedal BP, so that a person who steps on the brake pedal BP is indispensable.

  Therefore, in this embodiment, the pump P is driven at the time of brake fluid replacement, the hydraulic pressure in the hydraulic circuit is increased by the pump pressure, and the brake fluid is discharged. Specifically, among the oil passages C, D, and F not directly communicating with the reservoir RSV, the shutoff valve S.D. OFF / V (FL, FR) is closed, In-valve IN / V (FL, FR) is opened, Out-valve OUT / V (FL, FR) is closed, and air is mixed from reservoir RSV by pump pressure increase. No brake fluid is supplied to the oil passage D. Thereby, the brake fluid mixed with air is discharged from the wheel cylinder W / C.

  For oil passages C and F, the shutoff valve S.I. OFF / V (FL, FR) and in-valve IN / V (FL, FR) are opened, and the out-valve OUT / V (FL, FR) is closed to supply pump pressure to the oil passages C, F. The hydraulic pressure in the oil passages C and F also acts on the wheel cylinder W / C. Since OFF / V (FL, FR) is opened, the brake fluid in the oil passages C, F is introduced into the master cylinder M / C, and air is discharged.

  For oil passages A and B that communicate directly with the reservoir RSV, the shutoff valve S.I. OFF / V (FL, FR) and in-valve IN / V (FL, FR) are opened, and the out-valve OUT / V (FL, FR) is closed, and the reservoir RSV is evacuated.

  After releasing the air from each of the oil passages A to F, a pressure increase confirmation control for confirming whether the hydraulic circuit operates normally is executed. Each of the P and S system wheel cylinders W / C is independently pumped up and the pressure is measured to check whether air is mixed in the hydraulic circuit.

[Air bleeding by service tool]
FIG. 4 is a display screen 1b of the service tool 1 at the time of air bleeding. On the display screen 1b, a selection screen for performing the air venting of the oil passage C or D or the pressure increase confirmation is displayed, and the control is performed by the selection. FIG. 5 shows a case where the current values of the FL and FR wheel hydraulic pressures are shown on the display screen 1b. If the hydraulic pressure value is normal, an OK display is output.

[Air bleeding control processing]
FIG. 6 is a main flow showing the flow of the air bleeding control process. Hereinafter, each step will be described.

  In step S100, the reservoir RSV is evacuated to bleed the oil passages A and B, and the process proceeds to step S200.

  In step S200, the service tool 1 is connected to the main ECU 300, and the process proceeds to step S300.

  In step S300, the ignition is turned on, and the process proceeds to step S400.

  In step S400, the oil passages C and F are vented by pump pressure increase, and the process proceeds to step S500.

  In step S500, the air passage D is vented by pump pressure increase, and the process proceeds to step S600.

  In step S600, pressure increase confirmation control is performed, and the process proceeds to step S700.

  In step S700, OK or NG display is output on the service tool 1, and the process proceeds to step S800.

  In step S800, it is determined whether or not air bleeding has been completed. If YES, the control ends. If NO, the process returns to step S100.

[Air bleeding control processing (oil path D)]
FIG. 7 is a flowchart showing the flow of the oil vent D air bleeding control process (the main flow: step S500). Hereinafter, each step will be described.

  In step S501, counting of the time t from when the air removal command for the oil passage D is output from the service tool 1 is started, and the process proceeds to step S502.

  In step S502, the shutoff valve S.I. OFF / V (FL, FR) is closed, and the process proceeds to step S503.

  In step S503, it is determined whether or not elapsed time t> Ta (standby time before pressure increase). If YES, the process proceeds to step S504, and if NO, the process returns to step S502.

  In step S504, it is determined whether Ta + Tb + Tc> elapsed time t> Ta + Tb based on Tb (pressure increase time) and Tc (pressure reduction time). If YES, the process proceeds to step S505. If NO, the process proceeds to step S509. Transition.

  In step S505, it is determined whether any of the wheel cylinder pressures Pw_R, Pw_L of the right front wheel FR or the left front wheel FL is below a predetermined hydraulic pressure lower limit value Pb. If YES, the process proceeds to step S507, and NO. If so, the process proceeds to step S506.

  In step S506, it is determined whether any of the wheel cylinder pressures Pw_R and Pw_L of FR or FL exceeds a predetermined hydraulic pressure upper limit Pa. If YES, the process proceeds to step S508, and if NO, the process proceeds to step S507. Transition.

  In step S507, pressure increase control is executed, and the process proceeds to step S510.

  In step S508, holding control is executed, and the process proceeds to step S510.

  In step S509, pressure reduction control is executed, and the process proceeds to step S510.

  In step S510, it is determined whether or not the measurement time t ≧ Ta + Tb + Tc. If YES, the process proceeds to step S511, and if NO, the process returns to step S502.

  In step S511, the shutoff valve S.I. OFF / V (FL, FR) is opened and the control is terminated.

[Aging change of air bleeding control]
FIG. 8 is a time chart showing the change with time of the air bleeding control. Note that parentheses (Pfl) and (Prr) attached to the right front wheel and left front wheel wheel cylinder pressures Pw_R and Pw_L indicate the wheel cylinder pressures Pfl and Prr of the left front wheel FL and the right rear wheel RR in the second embodiment.
[Oil channel A, B vacuuming]
(Time t1)
At time t1, the operator of the service tool 1 outputs a vacuum pump drive command and starts evacuation of the oil passages A and B from the reservoir RSV.

(Time t2)
At time t2, the air venting of the oil passages A and B is completed, and the evacuation is finished.

[Oil channel C, F air bleeding]
(Time t3)
At time t3, the ignition is turned on.

(Time t4)
At time t4, the service tool operator outputs an oil passage C, F air bleeding command, the motor M is driven, and air bleeding of the oil passages C, F is started. At that time, the shut-off valve S.I. OFF / V (FL, FR) and in-valve IN / V (FL, FR) are opened, and the out-valve OUT / V (FL, FR) is closed. In releasing air from the oil passages C and F, it is not necessary to increase the pressure of the wheel cylinder W / C, and only the brake fluid is discharged to the master cylinder M / C. In this embodiment, it is 50%.

(Time t5)
At time t5, the air passages C and F are completely removed from the air, and the driving of the motor M is stopped.

[Oil D air bleeding]
(Time t6)
At time t6, the service tool operator outputs an oil passage D air bleeding command, and counting of time t after the command is output is started. During the waiting time Ta before the motor pressure increase after the start of counting, the service tool operator makes preparations, so pressure increase is not performed. At that time, the shut-off valve S.I. OFF / V (FL, FR) is closed, in-valve IN / V (FL, FR) is opened, and out-valve OUT / V (FL, FR) is closed.

(Time t7)
At time t7, the pre-pressure increase standby time Ta elapses, and the motor M starts to be driven with a duty of 100%. Along with this, the wheel cylinder pressures Pw_L and Pw_R of the FL and FR wheels are increased.
When the pressure is increased, the holding control is performed when the pressure exceeds the upper limit Pa, and when the pressure is lower than the lower limit Pb, the pressure is increased. Therefore, at the time of pressure increase, the wheel cylinder pressures Pw_L and Pw_R are between the upper limit value Pa and the lower limit value Pb.

(Time t8)
At time t8, the wheel cylinder pressures Pw_L and Pw_R become the hydraulic pressure upper limit Pa, and the holding control is started. As a result, the hydraulic pressure is sufficient to release air, and the air bleeder opening / closing operator opens / closes the air bleeder 52 of the wheel cylinder W / C, and discharges brake fluid mixed with air. Accordingly, the brake fluid replenisher replenishes the wheel cylinder W / C with the brake fluid. The discharge / replenishment is repeated until time t9.

(Time t9)
At time t9, the time from the start of pressure increase (time t7) reaches a predetermined time Tb, the air passage D of the oil passage D is completed, motor pressure increase is stopped, and pressure reduction is started. At that time, the shut-off valve S.I. OFF / V (FL, FR) is closed, in-valve IN / V (FL, FR) is opened, and out-valve OUT / V (FL, FR) is opened.

(Time t10)
At time t10, the time from the start of pressure reduction (time t8) reaches a predetermined time Tc, and the wheel cylinder pressures Pw_L and Pw_R become zero. The shutoff valve S.M. OFF / V (FL, FR) is opened and the out valve OUT / V (FL, FR) is closed. The in-valve is still open.

[Pressure increase confirmation: FR wheel hydraulic pressure value determination]
(Time t11)
At time t11, the service tool operator outputs a pressure increase confirmation command. Shut-off valve OFF / V (FL, FR) is closed and the out valve OUT / V (FL, FR) is closed.

(Time t12)
In order to confirm the FR wheel pressure increase at time t12, the in-valve IN / V (FL) on the FL side (P system) is closed, the motor pressure is increased at a duty of 100%, and the FR wheel wheel cylinder pressure Pw_R is increased. . The pressure increasing time is Td.

(Time t13)
At time t13, the pressure increase time Td elapses and the holding control is performed. Further, it is determined that the hydraulic pressure value of the FR wheel is increased. Note that (FL) indicates that the hydraulic pressure value of the FL wheel is determined to be increased in the second embodiment.

(Time t14)
At time t14, the holding time Ta elapses, and the FR wheel is normally increased in pressure, and the out valves OUT / V (FL, FR) on both sides of the FL, FR are opened to reduce the pressure. The decompression time is Tc.

[FL wheel hydraulic pressure value judgment]
(Time t15 to t18)
The determination of the hydraulic pressure value of the FL wheel is performed in the same manner as the FR wheel. Times t15 to t18 are the same as times t12 to t14 except that FL and FR are inverted. At time t16, the hydraulic pressure value of the FL wheel is determined to be increased. (RR) indicates that the hydraulic pressure value of the RR wheel is determined to be increased in the second embodiment.

(Time t19)
At time t <b> 19, it is determined that air removal is complete, and an OK display is output to the service tool 1.

[Effect of Example 1]
(1) In the first embodiment of the present application, the caliper 5 that houses the wheel cylinder W / C is provided with a plug 53 that is opened and closed by the air bleeder 52 and discharges the brake fluid, and the main ECU 300 vents the brake fluid. Based on a command from the operator, the hydraulic unit HU is driven to discharge the brake fluid to the plug 53 or the master cylinder M / C.
Accordingly, it becomes possible to discharge the brake fluid in the oil passages A to F without the operator depressing the brake pedal BP at the time of air bleeding, and the work efficiency can be improved by reducing necessary personnel at the time of air bleeding. .

(2) The main ECU 300 is provided outside the vehicle and discharges the brake fluid based on a command from the service tool 1 operated by an operator.
As a result, it becomes possible for the dealer or the like to discharge the brake fluid simply by outputting a command from the service tool 1 to the main ECU 300, and it can be easily ventilated by a retrofitted device without any special equipment of the vehicle as standard equipment. It can be carried out.

  (3) The air bleeder 52 is manually opened and the plug 53 is opened. However, if the air bleeder 52 is automatically opened and closed by a remote command from the service tool 1, it is troublesome to operate the air bleeder 52 by personnel. Can be omitted.

  (4) The hydraulic unit HU includes a pump P and a motor M that drives the pump P, and the main ECU 300 increases and discharges brake fluid by driving the motor M. Thereby, it is possible to perform air bleeding more quickly than when the worker depresses the brake pedal BP.

(5) The hydraulic unit HU includes shut-off valves S.D. provided on the oil passages A and D connecting the master cylinder M / C and the wheel cylinder W / C. OFF / V (FL, FR) is further provided, and the main ECU 300 includes a shut-off valve S.I. Oil passages A and D are partitioned by opening / closing OFF / V (FL, FR), and the brake fluid is discharged by introducing the discharge pressure of the pump P into the partitioned oil passage A or D. It was.
As a result, the brake fluid in each of the oil passages A and D can be reliably discharged to the master cylinder M / C or the air bleeder 52, and air can be vented efficiently.

(6) The plug 53 is provided in the vicinity of the wheel cylinder W / C, and the main ECU 300 includes a shut-off valve S.I. By shutting off OFF / V (FL, FR) and shutting off the communication between the master cylinder M / C and the wheel cylinder W / C, the shutoff valve S.I. An oil passage D is formed by partitioning OFF / V (FL, FR) and the wheel cylinder W / C, and the brake fluid in the oil passage D is introduced by introducing the discharge pressure of the pump P into the oil passage D. Was discharged from the plug 53.
As a result, even in the oil passage D where sufficient air bleeding cannot be performed by evacuation from the master cylinder M / C, the brake fluid is forcibly discharged from the plug 53 by the pump pressure, and the air is surely discharged. Can be removed.

(7) The main ECU 300 includes a shutoff valve S.I. By opening OFF / V (FL, FR) and communicating the master cylinder M / C and the wheel cylinder W / C, the oil path C between the master cylinder M / C and the pump P in the oil path, F is formed, and the brake fluid in the oil passages C and F is discharged to the master cylinder M / C by introducing the discharge pressure of the pump P into the oil passages C and F.
As a result, the brake fluid is forcibly discharged from the master cylinder M / C by the pump pressure even in the oil passages C and F where sufficient air bleeding cannot be performed by evacuation from the master cylinder M / C. In addition, the air can be surely removed.

(8) The hydraulic pressure unit HU further includes a wheel cylinder pressure sensor WC / Sen (FL, FR) that detects the hydraulic pressure of the wheel cylinder W / C, and the main ECU 300 determines the brake fluid pressure based on a command from the operator. The wheel cylinder W / C pressure is increased after completion of discharging, and a normal signal is output after a predetermined time has elapsed after the pressure increase and when the wheel cylinder W / C pressure in the hydraulic pressure holding state is within a predetermined range. If it is not within the range, an abnormal signal is output.
As a result, it is possible to perform a hydraulic pressure check at the same time as the air is vented, and work accuracy can be improved.

  (9) By operating the service tool 1 from the outside of the vehicle, it becomes possible to discharge the brake fluid in the oil passages A to F without depressing the brake pedal BP. Can be improved.

[System configuration]
A second embodiment will be described with reference to FIGS. FIG. 9 is a system configuration diagram of the brake control device according to the second embodiment. In the first embodiment, the brake-by-wire system is adopted only for the front wheels. However, the second embodiment differs from the first embodiment in that brake-by-wire control is performed on all four wheels.

  The brake control device according to the second embodiment is a four-wheel brake-by-wire system, and includes two first and second hydraulic units HU1 and HU2 that control the hydraulic pressure independently of the operation of the brake pedal BP by the driver. Yes.

  The first and second hydraulic units HU 1 and HU 2 are driven by the first and second sub ECUs 100 and 200 based on a command from the main ECU 300. The brake pedal BP is applied with a reaction force by a stroke simulator S / Sim connected to the master cylinder M / C.

  The first and second hydraulic units HU1 and HU2 are connected to the master cylinder M / C through oil passages A1 and A2, respectively, and are connected to the reservoir RSV through oil passages B1 and B2. The oil passages A1 and A2 are provided with first and second M / C pressure sensors MC / Sen1 and MC / Sen2.

  The first and second hydraulic pressure units HU1 and HU2 are hydraulic actuators that respectively include pumps P1 and P2, motors M1 and M2, and electromagnetic valves (see FIG. 2), and independently generate hydraulic pressure. . The first hydraulic unit HU1 performs hydraulic control of the FL and RR wheels, and the second hydraulic unit HU2 performs hydraulic control of the FR and RL wheels.

  That is, the wheel cylinders W / C (FL to RR) are directly pressurized by the pumps P1 and P2 which are two hydraulic pressure sources. Since the pressure of the wheel cylinder W / C is directly increased by the pumps P1 and P2 without using the accumulator, the gas in the accumulator does not leak into the oil passage at the time of failure. Further, the pump P1 forms a so-called X pipe by increasing the pressure of the FL and RR wheels, and the pump P2 increases the pressure of the FR and RL wheels.

  The first and second hydraulic units HU1 and HU2 are provided separately. By using a separate body, even if a leak occurs in one hydraulic unit, the braking force is secured by the other unit. The first and second hydraulic units HU1 and HU2 may be integrally provided, the electrical circuit configuration may be integrated into one place, the harness and the like may be shortened, and the layout may be simplified.

  Here, in order to pursue the compactness of the device, it is desirable that the number of hydraulic pressure sources is small. However, when there is only one hydraulic pressure source as in the conventional example, there is no backup at the time of hydraulic pressure source failure. Become. On the other hand, when there are four hydraulic pressure sources on each wheel, it is advantageous for the failure, but the apparatus becomes large and control becomes difficult. In particular, it is essential to build a redundant system for brake-by-wire control, but the system may diverge as the hydraulic pressure source increases.

  In addition, X piping is generally used for the brake oil passage of a vehicle at present, but X piping connects diagonal wheels (FL-RR or FR-RL) to each other by an oil passage, and each system is connected with independent hydraulic pressure. The pressure is increased by a source (tandem master cylinder, etc.). As a result, even if one of the diagonal wheels is lost, the other diagonal wheel generates a braking force, so that the braking force at the time of the failure is prevented from being biased to the left or right. It is assumed that the number of hydraulic pressure sources is two.

  For this reason, when the number of hydraulic pressure sources is one as in the conventional example, the configuration of the X piping cannot be taken in the first place. Even if there are three or four hydraulic pressure sources, the diagonal rings cannot be connected by the same hydraulic pressure source, so there is no room for thinking about the X piping.

  Therefore, in this embodiment, in order to improve the fail resistance without changing the currently popular X-pipe structure, hydraulic units HU1 and HU2 having pumps P1 and P2 are provided as hydraulic sources, respectively. A double system is assumed.

  Further, since the front wheel load is large during vehicle braking, the rear wheel braking force cannot be expected so much, and if the rear wheel braking force is large, there is a risk of spinning. For this reason, the braking force distribution of the front and rear wheels is generally larger for the front wheels, for example, the rear wheels 1 with respect to the front wheels 2.

  Here, even in the case where a plurality of hydraulic units are mounted using a hydraulic source as a multiplex system in order to improve failure resistance, it is desirable to mount a plurality of hydraulic units having the same specifications as much as possible from the viewpoint of cost. However, considering the braking force distribution of the front and rear wheels, if hydraulic pressure sources are provided for all four wheels, two hydraulic units with different specifications must be prepared for the front wheels and the rear wheels, resulting in high costs. . Even when the number of hydraulic pressure sources is three, the same problem occurs because the braking force distribution of the front and rear wheels is different.

  Therefore, in this embodiment, the two hydraulic units HU1 and HU2 have an X piping structure, and in the hydraulic circuit of the hydraulic units HU1 and HU2, the hydraulic pressures of the front wheels FL and FR and the hydraulic pressures of the rear wheels RL and RR are 2: 1. The valve opening and the like are set in advance so that By mounting two hydraulic units HU1 and HU2 having the same specifications as described above, the front and rear wheel braking force distribution is set to 2: 1 while achieving a low-cost hydraulic source dual system.

[Main ECU]
The main ECU 300 is a host CPU that calculates target wheel cylinder pressures P * fl to P * rr generated by the first and second hydraulic units HU1 and HU2. The main ECU 300 is connected to the first and second power sources BUTT1 and BUTT2, and is provided to operate if either one of the BUTT1 and BUTT2 is normal. It is activated by an activation request from CU6.

  The main ECU 300 has stroke signals S1, S2 from the first and second stroke sensors S / Sen1, S / Sen2, and M / C pressures Pm1, Pm2 from the first and second M / C pressure sensors MC / Sen1, MC / Sen2. Entered.

  The wheel speed VSP, yaw rate Y, and front and rear G are also input to the main ECU 300. Further, the detection value of the liquid amount sensor L / Sen provided in the reservoir RSV is input, and it is determined whether the brake-by-wire control by driving the pump can be executed. The stop lamp switch STP. The operation of the brake pedal BP is detected from the signal from the SW regardless of the stroke signals S1 and S2 and the M / C pressures Pm1 and Pm2.

  In the main ECU 300, two first and second CPUs 310 and 320 for performing calculations are provided. The first and second CPUs 310 and 320 are connected to the first and second sub ECUs 100 and 200 by CAN communication lines CAN1 and CAN2, respectively, and are connected to the first and second CPUs 310 and 320 via the first and second sub ECUs 100 and 200, respectively. Pump discharge pressures Pp1, Pp2 and actual wheel cylinder pressures Pfl to Prr are input. The CAN communication lines CAN1 and CAN2 are connected to each other and a duplex system is assembled for backup.

  Based on the input stroke signals S1, S2, M / C pressures Pm1, Pm2, and actual wheel cylinder pressures Pfl to Prr, the first and second CPUs 310 and 320 calculate target wheel cylinder pressures P * fl to P * rr, It outputs to each sub ECU100,200 via CAN communication line CAN1, CAN2.

  The first CPU 310 calculates the target wheel cylinder pressures P * fl to P * rr of the first and second hydraulic units HU1 and HU2 together, and the second CPU 320 may be used for backup of the first CPU 310, and is not particularly limited.

  Further, the main ECU 300 activates the sub ECUs 100 and 200 via the CAN communication lines CAN1 and CAN2. The first and second sub-ECUs 100 and 200 are independently activated, but the sub-ECUs 100 and 200 may be activated simultaneously with one signal, and are not particularly limited. Moreover, it is good also as starting by the ignition switch IGN.

  ABS (control to increase / decrease braking force to avoid wheel lock), VDC (control to increase / decrease braking force to prevent side slip when vehicle behavior is disturbed), TCS (control to suppress idling of drive wheels), etc. At the time of vehicle behavior control, the wheel speed VSP, the yaw rate Y, and the front and rear G are taken together to control the target wheel cylinder pressures P * fl to P * rr. During the VDC control, a warning is issued to the driver by the buzzer BUZZ. The VDC switch VDC. The control can be switched ON / OFF by the intention of the driver.

  Further, the main ECU 300 is connected to the other control units CU1 to CU6 through the CAN communication line CAN3, and performs cooperative control. The regenerative brake control unit CU1 regenerates braking force and converts it into electric power, and the radar control unit CU2 performs inter-vehicle distance control. The EPS control unit CU3 is a control unit for the electric power steering apparatus.

  The ECM control unit CU5 is an engine control unit, and the AT control unit CU5 is an automatic transmission control unit. Further, the meter control unit CU6 controls each meter. The wheel speed VSP input to the main ECU 300 is output to the ECM control unit CU5, the AT control unit CU5, and the meter control unit CU6 via the CAN communication line CAN3.

  The power sources of the ECUs 100, 200, and 300 are first and second power sources BUTT1 and BUTT2. First power supply BUTT1 is connected to main ECU 300 and first sub ECU 100, and second power supply BUTT2 is connected to main ECU 300 and second sub ECU 200.

[Sub ECU]
The first and second sub ECUs 100 and 200 are provided integrally with the first and second hydraulic units HU1 and HU2, respectively. In addition, it is good also as a separate body according to a vehicle layout.

  The first and second sub ECUs 100 and 200 include target wheel cylinder pressures P * fl to P * rr output from the main ECU 300 and pumps P1 and P2 from the first and second hydraulic pressure units HU1 and HU2, respectively. The discharge pressures Pp1, Pp2, the actual wheel cylinder pressures Pfl, Prr and Pfr, Prl are input.

  The pumps in the first and second hydraulic pressure units HU1 and HU2 to realize the target wheel cylinder pressures P * fl to P * rr based on the pump discharge pressures Pp1 and Pp2 and the actual wheel cylinder pressures Ffl to Prr inputted. P1 and P2, motors M1 and M2, and a solenoid valve are driven to perform hydraulic pressure control. The first and second sub ECUs 100 and 200 may be separate from the first and second hydraulic units HU1 and HU2.

  Once the target wheel cylinder pressures P * fl to P * rr are input, the first and second sub ECUs 100 and 200 are servos that control to converge to the previous input value until a new target value is input. The control system is configured.

  In addition, the first and second sub ECUs 100 and 200 convert the currents from the power sources BUTT1 and BUT2 into the valve driving currents I1 and I2 and the motor driving voltages V1 and V2 of the first and second hydraulic units HU1 and HU2, and the relays. The signals are output to the first and second hydraulic units HU1, HU2 via RY11, 12 and RY21, 22.

[Separation of target value calculation and drive control of hydraulic unit]
The main ECU 300 of the present application is only for target value calculation of the hydraulic units HU1 and HU2, and does not perform drive control. However, if the main ECU 300 performs both target value calculation and drive control, Based on the cooperative control with the control unit, a drive command is output to the hydraulic units HU1, HU2.

  Accordingly, since the target wheel cylinder pressures P * fl to P * rr are output only after the calculation of the CAN communication line CAN3 and the other control units CU1 to CU6 is completed, the communication speed of the CAN communication line CAN3 and When the calculation speed of the other control units CU1 to CU6 is slow, the brake control is also delayed.

  In addition, increasing the speed of the communication line that connects to another control controller in the vehicle increases the cost and may cause a decrease in fail resistance due to noise.

  Therefore, in this embodiment, the role of the main ECU 300 in the brake control is limited to the calculation of the target wheel cylinder pressures P * fl to P * rr of the hydraulic units HU1 and HU2, and the drive control of the hydraulic units HU1 and HU2 that are hydraulic actuators. Is performed by the first and second sub ECUs 100 and 200 having a servo control system.

  Thereby, the drive control of the hydraulic units HU1 and HU2 is specialized in the first and second sub ECUs 100 and 200, and the cooperative control with the other control units CU1 to CU6 is performed in the main ECU 300, so that the communication speed and This can be performed without being affected by the calculation speed of the other control units CU1 to CU6.

  Therefore, by controlling the brake control system independently of other control systems, when various units such as regenerative cooperative brake system, vehicle integrated control, and ITS, which are essential for hybrid vehicles and fuel cell vehicles, are added. Even so, the responsiveness of the brake control is ensured while smoothly merging with these units.

  In particular, in the brake-by-wire system as in the present application, precise control according to the amount of brake pedal operation is required at the time of normal braking that is frequently used. Therefore, the separation between the target value calculation control and the drive control of the hydraulic unit becomes more effective as in the present application.

[Master cylinder and stroke simulator]
The stroke simulator S / Sim is built in the master cylinder M / C and generates a reaction force of the brake pedal BP. The master cylinder M / C is provided with a switching valve Can / V for switching communication / blocking between the master cylinder M / C and the stroke simulator S / Sim.

  The switching valve Can / V is opened / closed by the main ECU 300, and can be quickly transferred to manual braking when the brake-by-wire control ends or when the sub ECUs 100 and 200 fail. The master cylinder M / C is provided with first and second stroke sensors S / Sen1, S / Sen2. Stroke signals S1 and S2 of the brake pedal BP are output to the main ECU 300.

[Hydraulic unit]
2 and 3 are hydraulic circuit diagrams of the hydraulic units HU1 and HU2. The first hydraulic unit HU1 has a shutoff valve S.I. Each solenoid valve of OFF / V, FL, RR wheel in valve IN / V (FL, RR), FL, RR wheel out valve OUT / V (FL, RR), a pump P1, and a motor M1 are provided. The opening of each valve is set in advance so that the hydraulic pressure of the front wheels FL and FR and the hydraulic pressure of the rear wheels RL and RR are 2: 1.

  The oil path F1 on the discharge side of the pump P1 is connected to the FL and RR wheel cylinders W / C (FL, RR) via an oil path C1 (FL, RR), respectively, and the suction side is a reservoir via an oil path B1. Connect to RSV. The oil passage C1 (FL, RR) is connected to the oil passage B1 via the oil passage E1 (FL, RR).

  Further, the connection point I1 between the oil passage C1 (FL) and the oil passage E1 (FL) is connected to the master cylinder M / C through the oil passage A1. Furthermore, the connection point J1 of the oil passage C1 (FL, RR) is connected to the oil passage B1 through the oil passage G1.

  Shut-off valve OFF / V is a normally open solenoid valve, which is provided on the oil passage A1 and communicates / blocks between the master cylinder M / C and the connection point I1.

  The FL and RR wheel in valves IN / V (FL, RR) are normally closed proportional valves provided on the oil passages C1 and C1, respectively. The discharge pressure of the pump P1 is proportionally controlled to control the FL and RR wheel wheel cylinders W / Supply to C (FL, RR). By making it normally closed, the master cylinder M / C pressure Pm is prevented from flowing back to the pump P1 side at the time of failure.

  The in-valve IN / V (FL, RR) is normally opened, and a check valve C / V (FL, RR) is provided on the oil passage C1 (FL, RR) to prevent backflow to the pump P1 side. It may be prevented (see FIG. 17). By making it normally closed, power consumption is reduced.

  The FL and RR wheel out valves OUT / V (FL, RR) are provided on the oil passage E1 (FL, FR), respectively. The FL wheel out valve OUT / V (FL) is a normally closed proportional valve, while the RR wheel out valve OUT / V (RR) is a normally open proportional valve. A relief valve Ref / V is provided on the oil passage G1.

  A first M / C pressure sensor MC / Sen1 is provided in the oil passage A1 between the first hydraulic unit HU1 and the master cylinder M / C, and outputs the first M / C pressure Pm1 to the main ECU 300. Further, FL and RR wheel wheel cylinder pressure sensors WC / Sen (FL, RR) are provided in the hydraulic unit HU1 and on the oil passage C1 (FL, FR), and the pump discharge pressure is provided on the discharge side of the pump P1. Sensors P1 / Sen are provided to output the detected values Pfl, Prr and Pp1 to the first sub ECU 100.

[Normal brake]
(When pressure is increased)
Normally, the shutoff valve S. OFF / V is closed, in-valve IN / V (FL, RR) is opened, out-valve OUT / V (FL, RR) is closed, and motor M is driven. The pump P1 is driven by the motor M1, the discharge pressure is supplied to the oil passage C1 (FL, FR), the hydraulic pressure is controlled by the in-valve IN / V (FL, RR), and the FL, RR wheel wheel cylinder W / C ( FL, RR) to increase pressure.

(At reduced pressure)
During normal brake pressure reduction, the in-valve IN / V (FL, RR) is closed, the out-valve OUT / V (FL, RR) is opened, and the wheel cylinder pressure is discharged to the reservoir RSV to reduce the pressure.

(When holding)
During normal braking, the in-valve IN / V (FL, RR) and the out-valve OUT / V (FL, RR) are all closed to maintain the wheel cylinder pressure.

[Manual brake]
When manual braking, such as when the system fails, the shutoff valve S.D. OFF / V is opened, and in-valves IN / V (FL, RR) are closed. Therefore, the master cylinder pressure Pm is not supplied to the RR wheel wheel cylinder W / C (RR).

  On the other hand, since the FL wheel out valve OUT / V (FL) is normally closed, the valve is closed during manual operation and the master cylinder pressure Pm acts on the FL wheel wheel cylinder W / C (FL). Therefore, the master cylinder pressure Pm increased by the driver's pedal depression force is applied to the FL wheel wheel cylinder W / C (FL) to secure the manual brake.

  Manual braking may also be applied to the RR wheel. However, when the wheel cylinder pressure of the RR wheel is increased by the pedal depression force in addition to the FL wheel, the pedaling load applied to the driver becomes too large, which is not realistic. Therefore, in the embodiment of the present application, the manual brake is applied only to the FL wheel having a large braking force in the first hydraulic unit HU1.

  For this reason, the RR wheel out valve is normally opened, and when the system fails, the residual pressure of the RR wheel wheel cylinder W / C (RR) is quickly discharged to prevent the RR wheel from being locked.

  The circuit configuration and control are the same for the second hydraulic unit HU2. As with the first hydraulic pressure unit HU1, the FR wheel out valve OUT / V (FR) is normally closed, the RL wheel out valve OUT / V (RL) is normally opened, and the manual brake acts only on the FR wheel.

[Brake-by-wire control processing]
FIG. 12 is a flowchart showing a flow of a brake-by-wire control process executed in the main ECU 300 and the first and second sub ECUs 100 and 200. Hereinafter, each step will be described.

  In step S1, the first and second stroke signals S1 and S2 are read, and the process proceeds to step S2.

  In step S2, the first and second M / C pressures Pm1 and Pm2 are read, and the process proceeds to step S3.

  In step S3, the first and second CPUs 310 and 320 of the main ECU 300 calculate target wheel cylinder pressures P * fl to P * rr of the first and second hydraulic units HU1 and HU2, and the process proceeds to step S4.

  In step S4, the target wheel cylinder pressures P * fl to P * rr are transmitted from the main ECU 300 to the first and second sub ECUs 100 and 200, and the process proceeds to step S5.

  In step S5, the first and second sub ECUs 100 and 200 receive the target wheel cylinder pressures P * fl to P * rr, and the process proceeds to step S6.

  In step S6, the first and second sub ECUs 100 and 200 drive the first and second hydraulic pressure units HU1 and HU2 to control the actual wheel cylinder pressures Pfl to Prr, and the process proceeds to step S7.

  In step S7, the first and second sub ECUs 100 and 200 transmit the actual wheel cylinder pressures Pfl to Prr to the main ECU 300, and the process proceeds to step S8.

  In step S8, the main ECU 300 receives the actual wheel cylinder pressures Pfl to Prr, and returns to step S1.

[Stroke simulator switching valve open / close control]
FIG. 13 is a flowchart showing the flow of the opening / closing control process for the switching valve Can / V of the stroke simulator S / Sim executed in the main ECU 300.

  In step S11, the first and second stroke signals S1 and S2 are read, and the process proceeds to step S12.

  In step S12, the first and second M / C pressure sensor values Pm1 and Pm2 are read, and the process proceeds to step S13.

  In step S13, it is determined whether there is a brake request from the driver based on the read stroke signals S1, S2 and Pm1, Pm2. If YES, the process proceeds to step S14, and if NO, the process proceeds to step S19.

  In step S14, the switching valve Can / V is opened, and the process proceeds to step S15.

  In step S15, the brake-by-wire control of FIG. 4 is executed, and the process proceeds to step S16.

  In step S16, the first and second stroke signals S1 and S2 are read, and the process proceeds to step S17.

  In step S17, the first and second M / C pressure sensor values Pm1 and Pm2 are read, and the process proceeds to step S18.

  In step S18, it is determined whether or not there is a brake request from the driver based on the read stroke signals S1, S2 and Pm1, Pm2. If YES, the process proceeds to step S15, and if NO, the process proceeds to step S19.

  In step S19, the switching valve Can / V is closed, and the process returns to step S11.

[Air bleeding control processing in a four-wheel brake-by-wire vehicle]
FIG. 14 is a main flow showing the flow of the air bleeding control process in the four-wheel brake-by-wire vehicle of the second embodiment. Since both the first and second hydraulic units HU1 and HU2 are the same work process, only the first hydraulic unit HU1 will be described. Moreover, since it is almost the same as the air bleeding control process of Embodiment 1 (see FIG. 6), only different steps will be described.

  In step S100 ′, the oil passages A1 and B1 are evacuated, and the process proceeds to step S200.

  Steps S200 ′ and S300 ′ are the same as S200 and S300 in FIG.

  In step S400 ′, the oil passages C1 and F1 are vented, and the process proceeds to step S500 ′.

  In step S500 ′, the air passage D1 is vented, and the process proceeds to step S600 ′.

  Steps S600 ′ to S800 ′ are the same as S500 to S800 in FIG.

[Air bleeding control processing (oil passage D1)]
FIG. 15 is a flowchart showing the flow of the air vent control process for the oil passage D1 (the main flow of the four-wheel by-wire vehicle: FIG. 14, step S500 ′). As in FIG. 14, only the first hydraulic unit HU1 is shown, and only the steps different from those in FIG. The time chart is the same as that of the first embodiment (see FIG. 8).

  Step S501 is the same as S501 in FIG.

  In step S502 ′, the FL and RR shutoff valves S.E. OFF / V (FL, RR) is closed, and the process proceeds to step S503 ′.

  Steps S503 ′ and S504 ′ are the same as S503 and S504 in FIG.

  In step S505 ′, it is determined whether any of the wheel cylinder pressures Pfl, Prr of the left front wheel FL or the right rear wheel RR is below a predetermined hydraulic pressure lower limit value Pb. If YES, the process proceeds to step S507 ′, NO If so, the process proceeds to step S506 ′.

  In step S506 ′, it is determined whether any of the wheel cylinder pressures Pfl, Prr of FL or RR exceeds a predetermined hydraulic pressure upper limit Pa. If YES, the process proceeds to step S508 ′. If NO, step S508 ′ is performed. The process proceeds to S507 ′.

  Steps S507 ′ to S510 ′ are the same as S507 to S510 in FIG.

  In step S511 ′, the FL and RR shutoff valves S.E. OFF / V (FL, RR) is opened and the control is terminated.

[Effect of Example 2]
Even in a four-wheel brake-by-wire vehicle, the same effects as those of the first embodiment can be obtained.

Further, the main ECU 300 that calculates the target hydraulic pressure P * of the wheel cylinder W / C and the sub ECUs 100 and 200 that drive the hydraulic units HU1 and HU2 based on the target hydraulic pressure P * calculated by the main ECU 300 are provided. It was.
Thus, the first and second sub ECUs 100 and 200 are specialized in driving control of the hydraulic units HU1 and HU2, and the main ECU 300 is used for calculation of the target hydraulic pressure P * and cooperative control with the other control units CU1 to CU6. By specializing, the target hydraulic pressure P * calculation and the drive control of the hydraulic pressure units HU1, HU2 are performed by a separate control unit, and are performed without being affected by the communication speed and the calculation speed of the other control units CU1 to CU6. It becomes possible. Therefore, even when various units are added, the responsiveness of the brake control can be ensured while smoothly merging with these units.

  The hydraulic actuator includes first and second hydraulic pressure units HU1 and HU2 having first and second hydraulic pressure sources P1 and P2, respectively. The first hydraulic pressure unit HU1 is a first hydraulic pressure source. The FL and RR wheels are increased and decreased by P1, and the second hydraulic unit HU2 increases and decreases the FR and RL wheels by the second hydraulic pressure source P2. Thereby, a brake-by-wire system vehicle can be easily provided by applying the brake control device of the present invention as it is to a vehicle having a conventional X piping structure.

(Other examples)
The best mode for carrying out the present invention has been described based on the embodiments. However, the specific configuration of the present invention is not limited to each embodiment, and the scope of the invention is not deviated. Design changes and the like are included in the present invention.

  For example, as shown in FIG. 16, even when an integrated controller 600 that performs various controls such as a regenerative cooperative brake system and ITS is provided, the brake control system is controlled independently of the other control systems. Therefore, the integrated controller 600 can be easily integrated without taking any special measures on the brake control system.

  In the embodiment of the present application, the in-valve IN / V and the out-valve OUT / V are normally closed valves. However, as shown in FIG. 17, the normally open valves are provided on the oil passages A1 and B1 to prevent backflow to the pump P1 side. A check valve C / V (FL, RR) may be provided to prevent backflow to the pump side. By making it normally closed, power consumption can be reduced.

1 is a system configuration diagram of a brake fluid pressure control device in Embodiment 1. FIG. It is a hydraulic circuit diagram of a hydraulic unit. It is a perspective view of a wheel cylinder. It is a display screen of the service tool at the time of air bleeding. It is a display screen which shows the present value of FL and FR wheel hydraulic pressure. It is a main flow which shows the flow of an air bleeding control process. 4 is a flowchart showing a flow of an air vent control process for an oil passage D. It is a time chart which shows a time-dependent change of air bleeding control. It is a system block diagram of the brake control apparatus in Example 2. FIG. 3 is a hydraulic circuit diagram of a first hydraulic unit. It is a hydraulic circuit diagram of a 2nd hydraulic pressure unit. It is a flowchart which shows the flow of the brake-by-wire control processing performed in main ECU and 1st, 2nd sub ECU. It is a flowchart which shows the flow of the opening / closing control process of the switching valve of the stroke simulator performed in main ECU. It is a main flow which shows the flow of the air bleeding control process in the four-wheel brake by wire vehicle of Example 2. FIG. It is a flowchart which shows the flow of the air bleeding control process of the oil path D1. It is the example which united the integrated controller with the system of this-application brake control apparatus. In this example, the in-valve is normally open, and the check valve prevents back flow to the pump side.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Service tool 1a Harness 1b Display screen 5 Caliper 6 Rear wheel brake actuator 7 Electric caliper 9 Regenerative brake device 51 Rotor 52 Air bleeder 53 Plugs 100, 200 First and second subunits 300 Main unit
310, 320 first and second CPUs
600 Integrated controller A to F Oil passage BP Brake pedal BUTT1, BUTT2 First and second power supply BUZZ Buzzer C / V Check valve Can / V Switching valve CAN1 to CAN3 CAN communication line CU1 Regenerative brake control unit CU2 Radar control unit CU3 Electric power Steering control unit CU4 Engine control unit CU5 Control unit CU6 Meter control unit FL, FR Front wheel HU1, HU2 Hydraulic unit IGN. SW Ignition switch IN / V In-valve I, J Connection point L / Sen Fluid level sensor M Motor M / C Master cylinder MC / Sen Master cylinder pressure sensor OUT / V Out valve P Pump P / Sen Pump pressure sensor Ref / V Relief valve RL, RR Rear wheel RSV reservoir RY11, 12, 21, 22 Relay S.R. OFF / V Shut-off valve S / Sen Stroke sensor S / Sim Stroke simulator STP. SW Stop lamp switch VDC. SW switch W / C Wheel cylinder WC / Sen Wheel cylinder pressure sensor

Claims (17)

A hydraulic source;
A wheel cylinder,
In a brake hydraulic system comprising a hydraulic pressure control means that is provided between the hydraulic pressure source and the wheel cylinder and controls the hydraulic pressure of the wheel cylinder,
The hydraulic pressure control means includes a control unit that controls the hydraulic pressure of the wheel cylinder based on a driving situation of the vehicle, and an actuator that increases and decreases the hydraulic pressure of the wheel cylinder based on a command from the control unit,
The brake fluid pressure system is opened and closed by a switching valve, and has a discharge hole for discharging brake fluid,
The brake fluid pressure system, wherein the control unit drives the actuator to discharge the brake fluid during a brake fluid bleeding operation. The brake hydraulic system according to claim 1,
The brake fluid pressure system, wherein the control unit discharges the brake fluid based on a command from a brake air venting work support device provided outside the vehicle. The brake hydraulic system according to claim 2,
The brake hydraulic system, wherein the switching valve is opened based on a command from the brake air venting work support device. In the brake hydraulic system according to any one of claims 1 to 3,
The actuator comprises a pump;
The control unit increases the pressure of the brake fluid by driving the pump, and discharges the brake fluid. In the brake hydraulic system according to claim 4,
The actuator further includes an oil passage and a solenoid valve provided on the oil passage,
The control unit divides the oil passage by opening and closing the solenoid valve, and discharges the brake fluid by introducing a discharge pressure of the pump into the partitioned oil passage. Brake hydraulic system. In the brake hydraulic system according to claim 5,
The discharge hole is provided in the vicinity of the wheel cylinder,
The control unit closes the solenoid valve to partition a space between the solenoid valve and the wheel cylinder in the oil passage to form a first partition, and a discharge pressure of the pump in the first partition By introducing the brake fluid, the brake fluid in the first section is discharged from the discharge hole. In the brake hydraulic system according to claim 5,
The solenoid valve is provided on the oil passage and between the master cylinder and the wheel cylinder,
The control unit opens the electromagnetic valve to communicate the master cylinder and the pump, thereby forming a second section between the master cylinder and the pump in the oil passage. A brake fluid pressure system, wherein the brake fluid in the second compartment is discharged to the master cylinder by introducing the discharge pressure of the pump into the compartment. In the brake hydraulic system according to claim 5,
A fluid pressure sensor for detecting a fluid pressure of the wheel cylinder;
The control unit is
Based on the command from the brake air venting work support device, the wheel cylinder pressure is increased after the brake fluid is discharged,
A brake hydraulic pressure system that outputs a normal signal if the wheel cylinder pressure after pressure increase is within a predetermined range, and outputs an abnormal signal if the pressure is not within the predetermined range. A hydraulic source;
A wheel cylinder,
A control unit, which is provided between the hydraulic pressure source and the wheel cylinder and controls the hydraulic pressure of the wheel cylinder based on a driving situation of the vehicle, and increases or decreases the hydraulic pressure of the wheel cylinder based on a command from the control unit. A brake air bleeding work support device for bleeding a brake fluid pressure system having a hydraulic pressure control means comprising:
By outputting a command to the control unit and driving the actuator, the oil passage provided in the brake fluid pressure system is partitioned, and the brake fluid in the partitioned oil passage is increased to increase the pressure. Brake air venting work support device characterized by discharging brake fluid. A hydraulic source;
A wheel cylinder,
A control unit, which is provided between the hydraulic pressure source and the wheel cylinder and controls the hydraulic pressure of the wheel cylinder based on a driving situation of the vehicle, and increases or decreases the hydraulic pressure of the wheel cylinder based on a command from the control unit. A hydraulic control means comprising an actuator for pressing,
A brake hydraulic pressure bleed operation method having a discharge hole that is opened and closed by a switching valve and discharges brake fluid,
A brake fluid pressure bleed-out method, wherein the brake fluid is discharged by driving the actuator. In the brake fluid pressure system air bleeding operation method according to claim 10,
A brake hydraulic pressure air bleeding method, wherein the actuator is driven by outputting a command to the control unit from a brake air bleeding operation support device provided outside the vehicle. In the brake fluid pressure bleeding method according to claim 11,
A brake hydraulic pressure air bleeding work method, wherein the switching valve is opened based on a command from the brake air bleeding work support device. In the brake hydraulic system air bleeding operation method according to claim 11 or 12,
The actuator comprises a pump;
Brake fluid pressure bleeding method characterized in that the brake fluid pressure is increased by driving the pump and the brake fluid is discharged. In the brake hydraulic system air bleeding operation method according to claim 13,
Bleeding operation of the brake hydraulic system, wherein the discharge pressure of the pump is introduced into the oil passage partitioned by opening and closing the solenoid valve, and the brake fluid in the partitioned oil passage is discharged. Method. In the brake fluid pressure system air bleeding operation method according to claim 14,
The discharge hole is provided in the vicinity of the wheel cylinder,
The control unit closes the solenoid valve, introduces the discharge pressure of the pump into a first section formed between the solenoid valve and the wheel cylinder in the oil passage, and brakes in the first section Brake fluid pressure bleed operation method, characterized in that fluid is discharged from the discharge hole. In the brake fluid pressure system air bleeding operation method according to claim 14,
By opening the solenoid valve, a second section is formed between the master cylinder and the pump in the oil passage, and by introducing the discharge pressure of the pump into the second section, the second section The brake fluid pressure bleed-out method is characterized in that the brake fluid in is discharged to the master cylinder. In the brake hydraulic system air bleeding operation method according to claim 13,
The wheel cylinder pressure is increased after the brake fluid discharge is completed based on a command from the brake air venting work support device, and the hydraulic pressure of the wheel cylinder is maintained at a predetermined time after the pressure increase and in a hydraulic pressure holding state. Brake fluid pressure bleeding method characterized in that it is judged normal if it is within the range, and abnormal if it is not within the predetermined range.

Images