JP2009154865A - Braking device mounted on vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a braking device minimizing a change in braking force acting on an automobile even if gear shift operation of an automatic transmission is performed. <P>SOLUTION: An engine braking force estimation means 12 estimates engine braking force acting on the automobile 100. A friction braking force determination means 14 determines, based on an engine braking force estimate value, a friction braking force target value for compensating a temporary reduction in engine braking force accompanied by the gear shift operation of the automatic transmission 120. An actuator control means 15 calculates friction braking force to be generated in each of brake actuators 20a, 20b based on the friction braking force target value, and outputs a control signal therefor to each of the brake actuators 20a, 20b. The brake actuators 20a, 20b increase friction braking force during gear shift operation based on the control signals from the actuator control means 15. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a brake device.

  In order to improve the fuel efficiency of an automatic transmission vehicle using a fluid clutch, an automatic transmission mechanism employing a dry clutch and a synchromesh mechanism based on a manual transmission is known. For example, Patent Document 1 discloses a synchromesh mechanism including a sleeve ring that is stroked in an axial direction of an output shaft and meshes with an idler gear, and the idler gear can be fixed to the output shaft. And a shift actuator that acts on a connected shift fork to engage and disengage the sleeve ring and the idler gear, and further includes pressure control means for varying a pressure applied to the shift fork by the shift actuator. The pressure control means lowers the pressure so that the shift shock is reduced from the balk point from the start of shifting, and further detects the rotational speed of the input to the transmission or the rotational speed of the counter gear. And the pressure control means includes the rotational speed sensor. Based on the detection output, the shift control device for a synchromesh type transmission in which the rotation speed of the change rate to control the pressure so as to be substantially constant is described.

Japanese Patent Laid-Open No. 11-22816

  According to the above prior art, the shift shock can be reduced and the time required for the shift change can be shortened. However, in such a transmission, it is necessary to connect and disconnect the dry clutch during a shifting operation. For this reason, it cannot be said that the riding comfort performance is good in all driving conditions.

  For example, if the friction clutch is released for downshifting during coasting, the transmission of engine friction torque to the wheels is temporarily interrupted, so the so-called engine braking force generated by the torque during that time. Becomes zero. As a result, since the longitudinal acceleration of the vehicle changes, the driver feels a shock. In addition, if the upshift is performed as the vehicle speed increases while driving downhill while applying the engine braking force, the engine braking force temporarily becomes zero. Will feel anxiety.

  On the other hand, when traveling with the operation of the brake pedal, the engine braking force varies due to the change of the gear ratio of the automatic transmission and the engagement / disengagement of the friction clutch. Because of this difference, the driver feels uncomfortable with the brake feeling.

  An object of the present invention is to provide a brake device that suppresses a change in brake force acting on an automobile when a shift operation of an automatic transmission is performed.

  One feature that solves the above problems is as follows.

  A friction brake device mounted on a vehicle that transmits a driving force and a braking force from a torque generation source that generates a driving force and a braking force to a wheel via a speed change mechanism, and a required braking force based on an operation amount of a brake pedal. A required brake force estimating means for estimating; a target brake force determining means for determining a target value of the friction brake force; a brake actuator for generating a braking force on the wheel; and a brake actuator based on the target value of the friction brake force. Actuator control means for generating a braking force, and when the required brake force estimated by the required brake force estimation means is substantially zero, the braking force of the torque generation source before the start of shifting is set to a target value of the friction brake force. The actuator control means controls the torque generation source before the start of the shift. Friction brake and wherein the controller controls the brake actuator force as a target value of the friction brake force.

  Another feature that solves the above problem is as follows.

  A friction brake device mounted on a vehicle that transmits a driving force and a braking force from a torque generation source that generates a driving force and a braking force to a wheel via a speed change mechanism, and a required braking force based on an operation amount of a brake pedal. A required brake force estimating means for estimating; a target brake force determining means for determining a target value of the friction brake force; a brake actuator for generating a braking force on the wheel; and a brake actuator based on the target value of the friction brake force. Actuator control means for generating a braking force, and when the required brake force estimated by the required brake force estimation means is substantially zero, the braking force of the torque generation source before the start of shifting and the generation of the torque after the start of shifting Braking force generated by the power source, and the target value of the friction braking force is set to the braking force of the torque generating source before the start of the shift. Is the target value of the friction brake force at the start of the shift, and the target value of the friction brake force is changed toward the braking force generated by the torque generation source after the start of the shift based on the progress of the shift process. The means controls a braking force generated by the brake actuator based on a target value of the friction brake force.

  As described above, according to the present invention, it is possible to provide a brake device that minimizes a change in brake force acting on an automobile even when a shift operation of the automatic transmission is performed.

1 is an overall configuration diagram of a brake device according to Embodiment 1 of the present invention. It is an example of an automatic transmission. It is an example of the shift diagram of an automatic transmission. It is a flowchart of the routine which a brake force control apparatus performs. It is a time chart of engine brake force, friction brake force, and total brake force. It is a time chart of engine brake force, friction brake force, and total brake force. It is a time chart of engine brake force, friction brake force, and total brake force. It is a time chart of engine brake force, friction brake force, and total brake force. It is a time chart of required brake force, engine brake force, friction brake force, and total brake force. It is a time chart of a driving force, a friction brake force, and a real driving force.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings.

(Embodiment 1)
FIG. 1 is a diagram showing an overall configuration of a brake device 1 according to Embodiment 1 of the present invention. In FIG. 1, the brake device 1 includes a brake force control device 10 and brake actuators 20 (20a, 20b). The brake force control device 10 includes required brake force estimation means 11, engine brake force estimation means 12, drive force estimation means 13, friction brake force determination means 14, and actuator control means 15. Further, the brake force control device 10 includes a shift operation detecting means 16.

  The required brake force estimating means 11 is an arithmetic circuit or an arithmetic process for estimating a driver's required brake force by referring to a table or applying mathematical formulas from output signals from a pedal force sensor, a stroke sensor, etc. (not shown) provided in the brake pedal unit 152. It is. The required brake force may be estimated by multiplying the output signal of the sensor by an appropriate coefficient. Further, by using a plurality of pedal force sensors or stroke sensors in combination, the required brake force estimation accuracy is improved and the reliability of the brake pedal unit 152 is improved.

  The engine brake force estimating means 12 is a calculation circuit or a calculation process for estimating the engine brake force based on, for example, the number (1).

(Equation 1)
FEB = (TEF × iTRNS × iFNL) / rW (1)

  Here, FEB is the engine braking force, TEF is the friction torque of the engine 110, iTRNS is the transmission ratio of the automatic transmission 120, iFNL is the reduction ratio of the final reduction gear (not shown), and rW is the effective radius of the wheels 156a and 156b.

  The friction torque of the engine 110 is a pumping torque, a power generation torque of the generator 111, a drive torque of the auxiliary machine 112, and the like, and can be easily grasped by referring to a table or a map. In addition, when other power transmission elements are provided between the engine 110 and the wheels 156a and 156b, the influence thereof may be taken into consideration. Further, the deceleration of the automobile 100 can be estimated from the differential value of the vehicle speed obtained from the vehicle speed estimation means 150, and the engine braking force can be estimated from this.

  The driving force estimation means 13 is an arithmetic circuit or processing that estimates a driving force (hereinafter referred to as a driving force) that acts on the automobile 100 based on the rotational driving torque of the engine 100 based on, for example, the number (2). .

(Equation 2)
FDR = (TDR × iTRNS × iFNL) / rW (2)

  Here, FDR is a driving force, TDR is a rotational driving torque of the engine 110, iTRNS is a transmission ratio of the automatic transmission 120, iFNL is a reduction ratio of a final reduction gear (not shown), and rW is an effective radius of the wheels 156a and 156b.

  The rotational drive torque of the engine 110 can be easily grasped by referring to a table or a map from an output signal from an accelerator opening sensor (not shown) provided in the accelerator pedal unit 153. Further, the driving force estimating means 13 can estimate the driving force during the shifting operation of the automatic transmission 120.

  The friction brake force determining means 14 is based on either the estimated value of the required brake force, the estimated value of the engine brake force, the estimated value of the required brake force and the estimated value of the engine brake force, or the estimated value of the driving force. It is a calculation circuit or a calculation process for determining a target value of the friction brake force.

  The actuator control means 15 calculates the friction brake force to be generated by each brake actuator 20a, 20b based on the target value of the friction brake force, and outputs a control signal for this to each brake actuator 20a, 20b. Circuit or arithmetic processing.

  In FIG. 1, brake actuators 20 a and 20 b are supplied with electric power from a storage battery such as a battery (not shown), for example, and rotate a pad (not shown) together with the wheel shaft 154 based on a control signal from the actuator control means 14. The disc rotors 155a and 155b are pressed to generate a braking force. The brake actuators 20a and 20b incorporate a motor that generates a pressing force, a speed reducer, a driver that drives the motor, and the like. In addition to the above, the brake actuators 20a and 20b may be of a so-called electrohydraulic type in which a hydraulic actuator is driven by an electric signal to generate a pressing force. The brake actuators 20a and 20b are also provided on other wheel shafts (not shown).

  In FIG. 1, an automobile 100 converts an engine 110 that generates rotational drive torque by burning fossil fuel, a generator 111 and an auxiliary machine 112 that are driven by the engine 110, and a rotational drive torque of the engine 110. The automatic transmission 120 that transmits to the wheel shaft 154, the wheel shaft 154, the wheels 156a and 156b, the wheel speed sensors 151a and 151b, the brake pedal unit 152, the accelerator pedal unit 153, and the automatic transmission 120 are controlled. An automatic transmission control means 140 and a vehicle speed estimation means 150 for estimating the vehicle speed based on signals from the wheel speed sensors 151a and 151b are provided. The generator 111 may be an alternator or a motor generator having an electric function. The generator 111 may be between the engine 110 and the automatic transmission 120. The auxiliary machine 112 is an air conditioner compressor, a water pump, an oil pump, or the like. Further, the configuration of the automobile 100 does not need to be the rear wheel drive method as shown in FIG. 1, and may be, for example, a front wheel drive method, a four wheel drive method, or the like.

  The automatic transmission control unit 140 outputs a control signal for shifting to the automatic transmission 120 based on the estimated value of the vehicle speed from the vehicle speed estimation unit 150 and the opening of a throttle (not shown) provided in the engine 110. Circuit or arithmetic processing. The wheel speed sensors 151a and 151b are, for example, rotation speed sensors that measure the rotation speeds of the wheels 156a and 156b.

  The vehicle speed estimation means 150 calculates the respective wheel speeds from the rotation speeds of the wheels 156a and 156b obtained from the wheel speed sensors 151a and 151b, the radii of the wheels 156a and 156b, and the like, and estimates the vehicle speed of the automobile 100 based on these. , Arithmetic circuit, or arithmetic processing. In addition, as a vehicle speed, you may employ | adopt either the minimum value of the wheel speed obtained from each wheel speed sensor 151a, 151b, the maximum value, or an intermediate value.

  An example of the automatic transmission 120 shown in FIG. 1 is shown in FIG. In FIG. 2, the automatic transmission 120 includes an input shaft 122, a main shaft 123 having a plurality of gears, an opposing shaft 124 having a plurality of gears, and a first shaft provided between the engine output shaft 121 and the input shaft 122. A clutch 125, a second clutch 126 and a third clutch 127 provided on the main shaft 123, a first actuator 128 that operates the first clutch 125, and a second actuator 129 that operates the second clutch 126; And a third actuator 130 for operating the third clutch 127.

  The first clutch 125 is operated by the first actuator 128 to connect / disconnect the engine output shaft 121 and the input shaft 122. The second clutch 126 is operated by the second actuator 129 and switches the gear connected to the main shaft 123. The third clutch 127 is operated by the third actuator 130 and switches the gear connected to the main shaft 123. The first actuator 128, the second actuator 129, and the third actuator 130 operate independently based on a control signal from the automatic transmission control means 140. The first actuator 128, the second actuator 129, and the third actuator 130 may be any of a pneumatic drive type, a hydraulic drive type, an electric drive type, and an electromagnetic drive type. .

  The example of the configuration of the automatic transmission 120 has been described above. The automatic transmission 120 includes a fluid clutch such as a torque converter, a plurality of planetary gear sets, a brake, and a clutch. Also good.

  Here, the operation of the automatic transmission 120 will be described.

  At the time of idling, the connection of the first clutch 125 is released, and the engine output shaft 121 and the input shaft 122 are disconnected. At the time of start, the first clutch 125 is connected by the first actuator 128. Thereby, since the engine output shaft 121 and the input shaft 122 are connected, the rotational drive torque of the engine 110 is transmitted to the automatic transmission 120 side.

  During the speed change operation, first, the connection of the first clutch 125 is released by the first actuator 128. Thereafter, the second actuator 129 and the third actuator 130 operate the second clutch 126 and the third clutch 127 as necessary. As a result, the gear connected to the main shaft 123 is switched, and the gear ratio is switched. Thereafter, the first actuator 125 is connected by the first actuator 128. By the above speed change operation, either an up-shift that reduces the speed ratio or a down-speed that increases the speed ratio is performed. At the time of stop, in order to avoid stalling of the engine 110, the connection of the first clutch 125 is released by the first actuator 128. Thereby, the connection between the engine output shaft 121 and the input shaft 122 is released, and an idling state is reached. Here, the shift timing of the automatic transmission 120 will be described.

  FIG. 3 is an example of a shift diagram for determining the shift timing of the automatic transmission 120. In FIG. 3, a solid line is an “up shift line” that is a boundary line for an up shift condition, and a broken line is a “down shift line” that is a boundary line for a down shift condition. The “up shift line” includes a shift line from the first speed to the second speed with the largest gear ratio (“1st speed → second speed” in the figure), and a shift line from the second speed to the third speed (“2” in the figure). Speed → 3rd speed ”), there is a shift line from the 3rd speed to the 4th speed (“ 3rd speed → 4th speed ”in the figure). The “down shift line” includes a shift line from the 4th speed to the 3rd speed with the smallest gear ratio (“4th speed → 3rd speed” in the figure), and a shift line from the 3rd speed to the 2nd speed (in the figure, There is a shift line from the 2nd speed to the 1st speed ("2nd speed → 1st speed" in the figure).

  The automatic transmission control means 140 determines the shift timing of the automatic transmission 120 from the estimated value of the vehicle speed from the vehicle speed estimation means 150 and the opening of a throttle (not shown) provided in the engine 110 according to this shift diagram. Specifically, when there is a change in the vehicle speed or throttle opening across the “up shift line”, the first shift up is determined from the current shift position. Further, when there is a change in the vehicle speed or the throttle opening across the “down shift line”, the first shift down is determined from the current shift position. Based on the shift timing thus determined, a control signal for driving the first actuator 128, the second actuator 129, and the third actuator 130 is output to the automatic transmission 120. Note that the shift timing is not necessarily determined as described above, and is optimally determined as appropriate according to the traveling state. In some cases, the driver's request is given priority.

  Hereinafter, specific processing of the brake force control device 10 provided in the brake device 1 of the present embodiment will be described with reference to FIG. FIG. 4 is a flowchart of a routine executed by the braking force control apparatus 10. The routine shown in FIG. 4 is repeatedly started at predetermined time intervals. When the routine shown in FIG. 4 is started, first, the process of step 200 is executed. In step 200, the required brake force estimation means 11 estimates the driver's required brake force. In step 201, the engine brake force acting on the automobile 100 is estimated by the engine brake force estimating means 12.

  The engine brake force estimating means 12 can estimate the engine brake force during the shifting operation of the automatic transmission 120, specifically, the first clutch 125 being engaged. This can be easily realized by grasping in advance the power transmission characteristics, operation timing, and the like of the first clutch 125. Thereby, since the change of the engine braking force accompanying the gear shifting operation can be grasped in more detail, the change of the braking force can be further suppressed.

  Further, even when the automatic transmission 120 includes a fluid clutch such as a torque converter, a plurality of planetary gear sets, a brake, and a clutch, the engine braking force during the shifting operation can be estimated. it can. This can be easily realized by grasping in advance the power transmission characteristics of the torque converter, the moment of inertia of the planetary gear set, the control capacity of the brake and clutch, and the like.

  In step 202, the driving force acting on the automobile 100 is estimated by the driving force estimating means 13. In addition, the driving force estimation means 13 can estimate the driving force during the shifting operation of the automatic transmission 120, specifically, while the first clutch 125 is engaged / disengaged. This can be easily realized by grasping in advance the power transmission characteristics, operation timing, and the like of the first clutch 125.

  Even when the automatic transmission 120 includes a fluid clutch such as a torque converter, a plurality of planetary gear sets, a brake, and a clutch, the driving force during the shifting operation can be estimated. . This can be easily realized by knowing in advance the power transmission characteristics of the torque converter, the moment of inertia of the planetary gear set, the control capacity of the brake and clutch, and the like. In step 203, the friction brake force determination means 14 determines a target value of the friction brake force.

  Here, an example of a method for determining the target value of the friction brake force will be described. The first method is to determine a friction brake force for compensating for a temporary decrease in the engine brake force accompanying the shift operation of the automatic transmission 120 when the required brake force is zero or almost zero. Specifically, the final value of the engine braking force before the shifting operation is set as the target value of the friction braking force, and this value is held for the shifting operation period.

  Similarly to the first method, the second method is used to compensate for a temporary decrease in the engine brake force accompanying the shift operation of the automatic transmission 120 when the required brake force is zero or almost zero. It determines the friction braking force. Specifically, the final value of the engine braking force before the shifting operation is held, and the value obtained by subtracting the engine braking force during the shifting operation is set as the target value of the friction braking force. The target value of the friction brake force is appropriately adjusted according to the change in force.

  Further, as in the first method, the third method compensates for a temporary decrease in the engine brake force accompanying the shift operation of the automatic transmission 120 when the required brake force is zero or almost zero. It determines the friction braking force. Specifically, the final value of the engine braking force before the shifting operation is held, and based on this and the estimated value of the engine braking force after the shifting operation, the sum of the engine braking force and the friction braking force during the shifting operation ( Hereinafter, the target value of the friction brake force is adjusted as appropriate so that the change of the total brake force) becomes as small as possible.

  Further, the fourth method compensates for a temporary decrease in the engine brake accompanying the speed change operation of the automatic transmission 120 when the required brake force exceeds the engine brake force, and changes the gear ratio of the automatic transmission 120. The friction brake force for compensating for the accompanying change in the engine brake force is determined. Specifically, the target value of the friction brake force is obtained by subtracting the engine brake force from the required brake force, and the target value of the friction brake force according to the change in the required brake force and the change in the engine brake force. Is adjusted accordingly.

  The fifth method is to determine the friction brake force for suppressing the temporary jump of the driving force accompanying the speed change operation of the automatic transmission 120 in a state where the rotational driving torque is output from the engine 110. is there. Specifically, the target value of the friction brake force is obtained by subtracting the estimated value of the drive force after the shift operation from the drive force, and the friction brake force is changed according to the change of the drive force during the shift operation. The target value is adjusted as appropriate.

  In step 204, the actuator control means 14 calculates the brake force to be generated by each brake actuator 20a, 20b based on the target value of the friction brake force, and a control signal for this is output to each brake actuator 20a, 20b. The As a result, the current routine ends.

  As described above, according to the brake device 1 according to the first embodiment of the present invention, an appropriate target value of the friction brake force is determined according to the traveling state of the automobile 100, and each brake actuator 20a, 20b is determined based on the target value. Is driven appropriately. As a result, the braking force acting on the automobile 100 is adjusted as appropriate, so that riding comfort performance is improved.

  Here, the specific effect of the brake device 1 according to the first embodiment of the present invention will be described for each of the determination methods described above. First, the case where the 1st method is applied is demonstrated using FIG. As an example, the engine braking force and the friction brake when the downshift from the third speed to the second speed is performed during the coasting where the required braking force is zero, as the vehicle speed decreases or according to the driver's request. A chart of force and total braking force is shown in FIG.

  As shown in the upper chart, the engine braking force temporarily decreases during the speed change operation period, and becomes zero during the period in which the connection of the first clutch 125 is released (“non-connection” in the figure). Yes.

  In the first method, the final value of the engine braking force before the shifting operation is set as the target value of the friction braking force, and this value is held for the shifting operation period. Based on this, the friction braking force generated by each brake actuator 20a, 20b is as shown in the middle chart. Note that a control signal based on the target value of the friction brake force is input to the brake actuators 20a and 20b over the speed change operation period, but the actual friction brake force has an approximate trapezoidal shape due to mechanical responsiveness and the like. It has become.

  The total braking force obtained by adding the engine braking force and the friction braking force is as shown in the lower chart, and the change in the total braking force compared to when the friction braking force is not applied, that is, when only the engine braking force is applied. It can be seen that is kept small. As a result, the change in the longitudinal acceleration of the automobile 100 is suppressed to be small, so that the driver is less likely to feel a shock associated with the speed change operation, and the riding comfort performance is improved. In the total brake force chart, an example of the total brake force when the friction brake force is not applied is indicated by a dotted line. It can be seen that the engine braking force temporarily becomes zero with the shift operation of the automatic transmission 120.

  Next, a case where the second method is applied will be described with reference to FIG. FIG. 6 shows a chart of the engine braking force, the friction braking force, and the total braking force under the same traveling conditions as in the first determination method. As shown in the upper chart, the engine braking force temporarily decreases during the speed change operation period, and becomes zero during the period in which the connection of the first clutch 125 is released (“non-connection” in the figure). Yes.

  In the second method, the final value of the engine braking force before the shifting operation is held, and the value obtained by subtracting the engine braking force during the shifting operation is set as the target value of the friction braking force. The target value of the friction brake force is appropriately adjusted according to the above. That is, the target value of the friction brake force is appropriately adjusted in consideration of a state in which the engine brake force changes transiently and the mechanical response of the friction brake force itself. Based on this, the friction brake force generated by each brake actuator 20a, 20b follows the target value as shown in the middle chart. The total brake force obtained by adding the engine brake force and the friction brake force is as shown in the lower chart. Compared to the case where the friction brake force is not applied, that is, the case where only the engine brake force is applied, the first brake force is further increased. It can be seen that the change in the total braking force is suppressed to be smaller than when the target value of the frictional braking force is determined by the method. As a result, the change in the longitudinal acceleration of the automobile 100 is further reduced, so that the driver is less likely to feel a shock associated with the speed change operation, and the riding comfort performance is further improved.

  Next, a case where the third method is applied will be described with reference to FIG. FIG. 7 shows a chart of engine braking force, friction braking force, and total braking force under the same traveling conditions as the first determination method. As shown in the upper chart, the engine braking force temporarily decreases during the speed change operation period, and becomes zero during the period in which the connection of the first clutch 125 is released (“non-connection” in the figure). Yes.

  In the third determination method, the final value of the engine braking force before the shifting operation is held, and the target value of the friction braking force is appropriately adjusted based on this and the estimated value of the engine braking force after the shifting operation. That is, the target value of the friction brake force is adjusted as appropriate so that the difference between the engine brake force before and after the shift operation is smoothly connected. Based on this, the friction brake force generated by each brake actuator 20a, 20b follows the target value of the friction brake force as shown in the middle chart. The total braking force obtained by adding the engine braking force and the friction braking force is as shown in the lower chart. Compared to the case where the friction braking force is not applied, that is, the case where only the engine braking force is applied, the second braking force is further increased. It can be seen that the change in the total braking force is suppressed to be smaller than when the target value of the frictional braking force is determined by the method. As a result, the change in the longitudinal acceleration of the automobile 100 is further reduced, so that the driver is less likely to feel a shock associated with the speed change operation, and the riding comfort performance is further improved.

  As another example, during downhill driving with zero required braking force and engine braking force, an upshift from 2nd to 3rd is performed as the vehicle speed increases or according to the driver's request. FIG. 8 shows a chart of the engine braking force, the friction braking force, and the total braking force when broken. Also in this case, the final value of the engine braking force before the shifting operation is held, and the target value of the friction braking force is appropriately adjusted based on this and the estimated value of the engine braking force after the shifting operation. Based on this, the friction brake force generated by each brake actuator 20a, 20b follows the target value as shown in the middle chart.

  The total braking force, which is the sum of the engine braking force and the friction braking force, is as shown in the chart below. The total braking force is greater than when the friction braking force is not applied, that is, when only the engine braking force is applied. It can be seen that the change is kept small. As a result, the total braking force is avoided from being temporarily reduced to zero, so that the driver does not feel uneasy due to the acceleration of the automobile 100 and the ride performance is improved.

  As described above, in the brake device mounted on the vehicle having the automatic transmission 120, the engine brake force estimating means 12 for estimating the engine brake force and the actuator control means 15 for controlling the brake actuator 20 for generating the friction brake force. And a brake device mounted on a vehicle having a brake force control device 10 that calculates the friction brake force applied by the actuator control means 15 in accordance with the estimated value of the engine brake force. The brake device mounted on the vehicle having the automatic transmission 120 includes engine brake force estimating means 12 for estimating the engine brake force and actuator control means 15 for controlling the brake actuator 20 that generates the friction brake force. A brake device mounted on the vehicle that increases the friction brake force with a decrease in the estimated engine brake force during the shift operation of the automatic transmission 120 is configured.

  Next, a case where the fourth method is applied will be described with reference to FIG. This method assumes a state in which the required braking force exceeds the engine braking force. In FIG. 9, during the decelerating traveling in this state, a downshift from the fourth speed to the third speed and further from the third speed to the second speed was performed as the vehicle speed decreased or according to the driver's request. A chart of required brake force, engine brake force, friction brake force, and total brake force is shown. In this example, as shown in the uppermost chart, it is assumed that the required braking force hardly changes during traveling.

  In the fourth method, the target value of the friction brake force is obtained by subtracting the engine brake force from the required brake force, and the target value of the friction brake force according to the change in the required brake force during driving and the change in the engine brake force. Adjust as appropriate. Based on this, the friction brake force generated by each brake actuator 20a, 20b follows the target value as shown in the third chart from the top.

  The total braking force obtained by adding the engine braking force and the friction braking force is as shown in the lowermost chart, and it is understood that the total braking force substantially matches the required braking force. That is, since the braking force acting on the automobile 100 is as required by the driver, the driver is less likely to feel uncomfortable with the brake feeling, and riding comfort performance is improved. In the total brake force chart, an example of the total brake force when the friction brake force is not adjusted is indicated by a dotted line. It can be seen that there is a difference from the required braking force due to the change in the transmission ratio of the automatic transmission 120 and the change in the engine braking force accompanying the shifting operation.

  As another example, let us consider a case where the vehicle is traveling on a long downhill by applying engine braking force and friction braking force. The automatic transmission 120 may automatically downshift by detecting the temperature of the brake actuators 20a and 20b in order to avoid overheating of the brake actuators 20a and 20b due to heavy use of friction brake force. At that time, the target value of the friction brake force is obtained by subtracting the engine brake force from the required brake force, and the target value of the friction brake force is appropriately adjusted according to the change in the required brake force during driving and the change in the engine brake force. can do. As a result, the driver does not feel uncomfortable with the brake feeling, and the brake actuators 20a and 20b can be prevented from overheating.

  As described above, in the brake device mounted on the vehicle having the automatic transmission 120, the engine brake force estimating means 12 for estimating the engine brake force, and the required brake force estimating means 11 for estimating the driver's required brake force. Actuator control means 15 for controlling the brake actuator 20 for generating the friction brake force. The brake actuator 20 controls the friction brake force based on the estimated value of the engine brake force and the estimated value of the required brake force. A brake device to be mounted on the vehicle is configured.

  Further, in a brake device mounted on a vehicle having an automatic transmission 120, an engine brake force estimating means 12 for estimating an engine brake force, a required brake force estimating means 11 for estimating a driver's required brake force, a friction brake The brake force control device 10 includes an actuator control unit 15 that controls the brake actuator 20 that generates a force. The brake force control device 10 transmits the engine control unit 15 to the engine from the estimated value of the required brake force. A brake device mounted on the vehicle that calculates the friction brake force obtained by subtracting the estimated value of the brake force is configured. Next, a case where the fifth method is applied will be described with reference to FIG. As an example, driving when an upshift from the second speed to the third speed is performed while the vehicle is accelerating by the rotational driving torque of the engine 110 as the vehicle speed increases or according to the driver's request. FIG. 10 shows a chart of force, friction braking force, and driving force obtained by subtracting the friction braking force from the driving force (hereinafter referred to as a substantial driving force). As shown in the upper chart, the driving force temporarily increases during the speed change operation period. This is because the rotation speed of the engine 110 determined by the speed ratio of the second speed and the vehicle speed is changed to the speed of the engine 110 determined by the speed ratio of the third speed and the vehicle speed before the rotation speed is reduced. This shows that the driving force acting on the automobile 100 increases temporarily.

  In the fifth method, the temporary increase in the driving force is suppressed by the friction braking force. That is, in the fifth method, the target value of the friction braking force is obtained by subtracting the estimated value of the driving force after the shifting operation from the driving force, and the frictional force is changed according to the change of the driving force during the shifting operation. Adjust the brake force target value as appropriate. That is, the target value of the friction brake force is appropriately adjusted in consideration of the state where the driving force changes transiently and the mechanical response of the friction brake force itself. Based on this, the friction braking force generated by each brake actuator 20a, 20b follows the target value as shown in the middle chart.

  The driving force obtained by subtracting the friction brake force from the driving force is as shown in the lower chart, and it can be seen that the substantial change in the driving force is suppressed compared to the case where the friction brake is not applied. As a result, the change in the longitudinal acceleration of the automobile 100 is suppressed to be small, so that the driver is less likely to feel a shock associated with the speed change operation, and the riding comfort performance is improved.

  As described above, in the brake device mounted on the vehicle having the automatic transmission 120, the driving force estimation means 13 for estimating the driving force and the actuator control means 15 for controlling the brake actuator 20 that generates the friction braking force are provided. The brake force control device 10 includes a friction brake that is transmitted to the actuator control means 15 and increases in response to the estimated driving force during the speed change operation of the automatic transmission 120. A brake device mounted on the vehicle that calculates the force is configured.

  Further, in a brake device mounted on a vehicle having an automatic transmission 120, an engine brake force estimating means 12 for estimating an engine brake force and an actuator control means 15 for generating a friction brake force and controlling the brake actuator 20 are provided. The brake force control device 10 is provided, and the brake force control device 10 calculates a first friction brake force corresponding to the estimated value of the engine brake force transmitted to the actuator control means 15, and estimates the driving force. The brake device mounted on the vehicle that calculates the second friction brake force corresponding to the above and outputs any one of the friction brake forces corresponding to the shift state of the automatic transmission 120 is configured.

  Further, in a brake device mounted on a vehicle having an automatic transmission 120, engine operation such as engine braking force, required braking force, total braking force and driving force, and actual driving force obtained by adding friction braking force to driving force. An engine operation state estimating means for estimating the state, an actuator control means 15 for controlling the brake actuator 20 for generating the frictional braking force, and a shift operation detecting means 16 for detecting the shift operation of the automatic transmission 120, are detected. When this is done, a brake device mounted on the vehicle having the friction brake force control device 14 that calculates the friction brake force corresponding to the estimated engine operating state is configured.

  As an example, assuming the total braking force, the friction braking force is calculated. As one example, for example, in a brake device mounted on a vehicle having an automatic transmission 120, an engine estimating means 15 or a driving force estimating means 13 for estimating an engine braking force or a driving amount, and a brake for generating a friction braking force. An actuator control means 15 for controlling the actuator 20 and a speed change operation detecting means 16 for detecting the start of the speed change operation of the automatic transmission 120 are provided. When it is detected that the speed change operation is entered, the estimated engine braking force or driving force is detected. The brake device mounted on the vehicle having the friction brake force control device 14 that calculates the friction brake force is configured.

  As described above, according to the brake device 1 according to the first embodiment of the present invention, the estimated value of the required braking force, the estimated value of the engine braking force, the estimated value of the required braking force and the estimated value of the engine braking force, Alternatively, the target value of the friction brake force is determined based on one of the estimated driving force values, and the brake actuators 20a and 20b are appropriately driven based on the target value. As a result, the change in the total braking force due to the change in the transmission ratio of the automatic transmission 120 and the change in the engine braking force accompanying the shifting operation can be minimized or matched to the driver's required braking force. Ride comfort performance is improved.

  The embodiments of the present invention have been described with reference to the drawings. However, these are only one embodiment, and the present invention can be implemented in various modifications and improvements based on the knowledge of those skilled in the art. .

  DESCRIPTION OF SYMBOLS 1 ... Brake apparatus, 10 ... Brake force control apparatus, 11 ... Request brake force estimation means, 12 ... Engine brake force estimation means, 13 ... Driving force estimation means, 14 ... Friction brake force determination means, 15 ... Actuator control means, 20a 20b ... brake actuator, 100 ... automobile, 110 ... engine, 111 ... generator, 112 ... auxiliary, 120 ... automatic transmission, 121 ... engine output shaft, 122 ... input shaft, 123 ... main shaft, 124 ... opposite shaft, 125 ... 1st clutch, 126 ... 2nd clutch, 127 ... 3rd clutch, 128 ... 1st actuator, 129 ... 2nd actuator, 130 ... 3rd actuator, 140 ... automatic transmission control means, 150: vehicle speed estimation means, 151a, 151b ... wheel speed sensor, 152 ... brake pedal unit, 15 ... accelerator pedal unit, 154 ... wheel shaft, 155a, 155b ... disc rotor, 156a, 156b ... wheels.

Claims (2)

A friction brake device mounted on a vehicle that transmits a driving force and a braking force from a torque generation source that generates a driving force and a braking force to wheels through a speed change mechanism,
Required brake force estimating means for estimating the required brake force based on the operation amount of the brake pedal;
Target brake force determining means for determining a target value of the friction brake force;
A brake actuator for generating braking force on the wheel;
Actuator control means for generating a braking force on the brake actuator based on a target value of the friction brake force,
When the required brake force estimated by the required brake force estimating means is substantially zero, the braking force of the torque generation source before the start of a shift is held as a target value of the friction brake force over a shift period,
The said actuator control means controls the said brake actuator by making the braking force of the said torque generation source before the said shift start into the target value of the said friction brake force, The friction brake apparatus characterized by the above-mentioned. A friction brake device mounted on a vehicle that transmits a driving force and a braking force from a torque generation source that generates a driving force and a braking force to wheels through a speed change mechanism,
Required brake force estimating means for estimating the required brake force based on the operation amount of the brake pedal;
Target brake force determining means for determining a target value of the friction brake force;
A brake actuator for generating braking force on the wheel;
Actuator control means for generating a braking force on the brake actuator based on a target value of the friction brake force,
When the required brake force estimated by the required brake force estimating means is substantially zero, a braking force of the torque generation source before the start of shifting and a braking force generated by the torque generation source after the start of shifting are obtained, and the friction The brake force of the torque generation source before the start of the shift is set as the target value of the friction brake force at the start of the shift, and the torque generation source is generated after the start of the shift based on the progress of the shift process. Change the target value of the friction brake force toward the power,
The said actuator control means controls the braking force which the said brake actuator generate | occur | produces based on the target value of the said friction brake force, The friction brake apparatus characterized by the above-mentioned.

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