JP2010143545A - Vehicle braking device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a vehicle braking device capable of effectively reducing brake vibration. <P>SOLUTION: This vehicle braking device 1 includes a master cylinder 5 for generating an operation oil pressure from a basic oil pressure in accordance with an operated amount of a pedal 2, a control means 9a for generating a control oil pressure based on the operation oil pressure, a control oil pressure detection means 9b for detecting the control oil pressure, an operated amount detection means 9c for detecting the operated amount, and a calculating means 9d for calculating an average value of the operation oil pressure or the operated amount in a prescribed period. The control means 9a generates the control oil pressure based on the average value. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a vehicle braking device that brakes a vehicle by combining a pedal force brake based on an operation amount of a pedal and a brake based on other parameters.

Conventionally, as a vehicle braking device in a vehicle, a master cylinder generates an operation hydraulic pressure from a basic hydraulic pressure based on an operation amount of a pedal, a control hydraulic pressure is generated from the operation hydraulic pressure, and a disc brake provided on each wheel is applied. The control oil pressure is supplied, the control oil pressure is supplied to the liquid chamber constituted by the cylinder and piston provided in the disc brake, and the brake pad is pressed against the disc rotor by the operation of pushing the piston out of the cylinder based on the control oil pressure. Thus, the vehicle is braked. As such a vehicle braking device, there exists a thing as described in patent document 1, for example.
JP 2004-114747 A

  However, in the vehicle braking apparatus shown in Patent Document 1, brake vibration becomes a problem. This brake vibration is mainly generated by torque fluctuations generated during one rotation of the disk rotor. There are various causes of torque fluctuations, but fluctuations in the pedal force acting on the pedal due to road disturbances and torque fluctuations due to fluctuations in the control hydraulic pressure are the main causes of such fluctuations. There was a problem that the brake vibration could not be reduced more effectively.

  In view of the above problems, an object of the present invention is to provide a vehicle braking device that can more effectively reduce brake vibration.

In order to solve the above problem, a vehicle braking device according to the present invention provides:
A master cylinder that generates hydraulic pressure from the basic hydraulic pressure according to the amount of pedal operation;
Control means for generating a control oil pressure based on the operation oil pressure;
Control oil pressure detecting means for detecting the control oil pressure;
An operation amount detection means for detecting the operation amount;
A calculation means for calculating an average value of the control hydraulic pressure or the operation amount within a predetermined period;
With
The control means generates the control hydraulic pressure based on the average value.

  The pedal refers to a brake pedal, and the operation amount may be a stroke sensor value detected by a stroke sensor, a contact type touch sensor on a tread surface or an arm of the brake pedal, a stress detection type sensor, It may be a detection value detected by providing an optical infrared sensor.

  The control means, the control oil pressure detection means, the operation amount detection means, and the calculation means can be appropriately configured by, for example, a brake ECU (Electronic Control Unit). The predetermined period is an integral multiple of the sampling period of the brake ECU.

According to the vehicle braking device of the present invention,
The operation amount or the control hydraulic pressure, which is a brake state quantity, is detected, the calculation means calculates the average value during any one predetermined period, and the control means calculates the control hydraulic pressure during the predetermined period. Since the average value can be controlled, it is possible to suppress brake vibration fluctuations by suppressing fluctuations in pedaling force input to the pedal caused by road surface disturbances and fluctuations in the control hydraulic pressure. Can be reduced.

  If the fluctuation of the manipulated variable or the control hydraulic pressure is not a high frequency due to the road surface disturbance, the calculation means does not calculate the average value, and the predetermined amount of the manipulated variable or the control hydraulic pressure When the difference between the maximum value and the minimum value during the period is equal to or less than the control threshold value, it can be determined that the calculation means calculates the average value by determining that the difference is due to the road surface disturbance.

Here, in the vehicle braking device,
Including a wheel cylinder for each wheel and hydraulic piping for supplying the control hydraulic pressure to the wheel cylinder;
A solenoid valve is provided between the wheel cylinder and the hydraulic pipe,
When the control hydraulic pressure is less than a braking threshold, the control means closes the solenoid valve and supplies the control hydraulic pressure to the hydraulic piping;
It is preferable to be characterized by this.

  The hydraulic pipe may be a hose.

  In other words, when the control hydraulic pressure is not supplied to the hydraulic piping by the control means, the hydraulic piping is not filled with hydraulic fluid, and as a result, rigidity is reduced and vibration is likely to occur. Although a phase difference occurs and pulsation occurs in the hydraulic fluid, according to the vehicle braking device of the present invention, even when the control hydraulic pressure is less than the braking threshold and is not braking, Based on the control of the control means, the solenoid valve is closed to ensure that the control hydraulic fluid is not supplied to the wheel cylinder of each wheel, and then the control hydraulic fluid is supplied to the hydraulic pipe. Thus, it is possible to increase the rigidity by filling the hydraulic pipe with the hydraulic fluid and make it difficult to vibrate, thereby suppressing and reducing the brake vibration.

Furthermore, in the vehicle braking device,
Adjusting means for adjusting the amount of hydraulic fluid of the control hydraulic pressure in the hydraulic pipe;
When the control oil pressure is less than a braking threshold, the adjusting means makes the liquid amount constant;
Is preferably characterized.

  According to the vehicle braking device, the amount of the hydraulic fluid of the control hydraulic pressure in the hydraulic piping, that is, the volume is made constant by the adjusting means, the filling rate of the hydraulic fluid in the hydraulic piping is kept constant, The rigidity of the hydraulic piping, that is, the hose can be increased to make it difficult to vibrate, and brake vibration can be suppressed and reduced.

  ADVANTAGE OF THE INVENTION According to this invention, the vehicle braking device which can reduce a brake vibration more effectively can be provided.

  The best mode for carrying out the present invention will be described below with reference to the accompanying drawings.

  FIG. 1 is a block diagram showing an embodiment of a vehicle braking device according to the present invention. FIG. 2 is a schematic view mainly showing an embodiment of a vehicle braking apparatus according to the present invention with respect to hydraulic piping.

  As shown in FIG. 1, the vehicle braking device 1 includes a brake pedal 2 and a stroke sensor 3 that is provided on the brake pedal 2 and detects a stroke value of the brake pedal 2. Further, as shown in FIG. The vacuum booster 4 communicated with the negative pressure generating pipe that boosts the pedaling force input by the driver 2 and generates the negative pressure using the negative pressure of the engine, and the basic hydraulic pressure by the boosted pedaling force. From a master cylinder 5 that generates operating oil pressure, a reservoir 6 that stores basic oil pressure, a control oil pressure sensor 7 that detects control oil pressure, a wheel speed sensor 8, a brake ECU 9 (Brake Electronic Control Unit), and an actuator 10 Composed.

  The wheel speed sensor 8 is provided at four locations corresponding to the front, rear, left and right (FR, FL, RR, RL) wheels, detects each wheel speed, and outputs the detection result to the brake ECU 9.

  The operation hydraulic pressure or the basic hydraulic pressure is supplied to the inlet of the hydraulic piping of the actuator 10. The actuator 10 includes an FR system and an FL system. For example, the FR system hydraulically brakes the right front wheel FR and the left rear wheel RL, and the FL system hydraulically brakes the left front wheel FL and the right rear wheel RR. Since the configuration of both is the same, only the FR system is used. This will be described with reference to FIG.

  The actuator 10 includes a hydraulic pipe, a holding valve 11, a holding valve 12, a pressure reducing valve 13, a pressure reducing valve 14, and a reservoir 15.

  The hydraulic piping is first branched at a branch point A from the inlet toward the downstream side, and the operating hydraulic pressure or basic hydraulic pressure in the master cylinder 5 (operating hydraulic pressure = basic hydraulic pressure if the driver does not apply the pedaling force to the pedal 2) downstream. To supply.

  A branch point B is provided on the downstream side of the hydraulic pipe after branching from the branch point A to the left side. A holding valve 11 for the right front wheel FR is provided on one downstream side of the branch point B, and the left rear side is provided on the other side. A holding valve 12 for the wheel RL is provided. On the other hand, the hydraulic piping branched rightward from the branch point A is communicated with the reservoir 15.

  A branch point C is provided on the downstream side of the holding valve 11, the wheel cylinder 16 of the right front wheel FR is communicated with one hydraulic pipe downstream of the branch point C, and a pressure reducing valve is provided downstream of the branch point C of the other pipe. 13 communicates with the reservoir 15.

  Similarly, a branch point D is provided on the downstream side of the holding valve 12, the wheel cylinder 17 of the left rear wheel RL is connected to one hydraulic pipe downstream of the branch point D, and the branch point D of the other pipe is connected. The downstream is communicated with the reservoir 15 via the pressure reducing valve 14. The holding valve 11 and the holding valve 12 supply operating hydraulic pressure to the wheel cylinders 16 and 17 as supply hydraulic pressure.

  A control hydraulic pressure sensor 7 is provided in each of the hydraulic piping between the branch point C and the wheel cylinder 16 and the hydraulic piping between the branch point D and the wheel cylinder 17.

  The brake ECU 9 includes, for example, a CPU, a ROM, a RAM, a data bus connecting them, and an input / output interface. The CPU performs predetermined processing according to a program stored in the ROM. The detection unit 9b, the operation amount detection unit 9c, and the calculation unit 9d are configured.

  The control means 9a of the brake ECU 9 appropriately controls the holding valves 11, 12 and the pressure reducing valves 13, 14 included in the actuator 10 based on the stroke sensor value detected by the stroke sensor 3 shown in FIG. , 17 for hydraulic braking.

  The control oil pressure detection means 9 b of the brake ECU 9 acquires the control oil pressure sensor value P in the wheel cylinders 16, 17 of the four wheels from the control oil pressure detection sensor 7. The calculating means 9d of the brake ECU 9 detects the frequency f of the fluctuation of the control hydraulic pressure sensor value Pn because the difference between the maximum value Pnmax and the minimum value Pmmin of the control hydraulic pressure sensor value Pn in the predetermined period n is less than or equal to the control threshold value Plim. If the frequency f is less than the frequency of 100 Hz or more, which is likely to be noise, that is, less than 100 Hz, the hydraulic pressure holding for holding the control hydraulic pressure is executed, and the fluctuation of the control hydraulic pressure sensor value Pn due to the road surface disturbance is detected. It is determined that it has occurred.

  The calculation means 9d of the brake ECU 9 calculates the average value AVE (Pn) of the control hydraulic pressure sensor values Pn in the predetermined period n when the above-described determination is a process, and the control means 9a of the brake ECU 9 The holding valves 11 and 12 and the pressure reducing valves 13 and 14 are appropriately controlled so that the control oil pressure becomes the average value AVE (Pn).

  Further, the operation amount detection means 9 c of the brake ECU 9 detects the stroke sensor value detected by the stroke sensor 3. The control means 9a of the brake ECU 9 calculates the vehicle speed V by calculating the average value of the wheel speeds detected by the wheel speed sensor 8 of the rolling wheels, and divides the value obtained by subtracting the wheel speed from each vehicle speed V by the vehicle speed V. When the slip ratio is obtained and braking is performed by the control means 9a and the slip ratio of a certain wheel becomes larger than the target slip ratio, control is performed to appropriately open the pressure reducing valve 13 or 14 corresponding to the corresponding wheel. Then, the ABS control for suppressing the lock is performed by reducing the wheel cylinder pressure inside the wheel cylinder 16 or 17.

  Hereinafter, the control content of the vehicle braking device 1 of the first embodiment will be described using a flow and a flowchart. FIG. 3 is a flowchart showing a control flow of the vehicle braking device 1 according to the present invention, and FIG. 4 is a flowchart showing control contents of the vehicle braking device according to the present invention.

  In step C1 shown in FIG. 3, the control hydraulic pressure P and the stroke sensor value are detected as the brake state quantities. Although the pedaling force F is not detected in this embodiment, the pedaling force F may be detected by an appropriate means. Subsequently, in step C2, the control start determination in this embodiment is performed based on the control hydraulic pressure, the pedal effort, and the stroke. In step C3, the noise determination and the process of calculating the average value AVE (Pn) of the control hydraulic pressure sensor value Pn are performed. In step C4, the control means 9a of the brake ECU 9 performs control hydraulic pressure, pedal effort, or stroke, here the control hydraulic pressure is based on the average value AVE (P), and in step C5, the control is terminated. I do.

  In step S1 shown in FIG. 4, the calculating means 9d of the brake ECU 9 detects the wheel speed of the rolling wheels from the wheel speed sensor 8 and averages it to detect the vehicle speed V. In step S2, whether the vehicle speed V is greater than zero. If the result is affirmative, the process proceeds to step S3. If the result is negative, the process returns to step S1.

  In step S3, the control oil pressure detection means 9b of the brake ECU 9 measures and detects the control oil pressure sensor value Pn as a brake state quantity between the start time tn and the end time tn + 1 for a predetermined period n. In step S4, the calculation means 9d of the brake ECU 9 performs frequency analysis of the measured control hydraulic pressure sensor value Pn to obtain the frequency f.

  In step S5, the calculation means 9d of the brake ECU 9 records the maximum value Pnmax and the minimum value Pnmin of the control hydraulic pressure sensor value Pn in a predetermined period n, and determines whether or not the frequency f is less than 100 Hz in step S6. If the result is affirmative, it is determined that the change is due to road disturbance, and the process proceeds to step S7. If the result is negative, it is determined that the noise is present, and the process returns to the position before step S3.

  In step S7, the calculation means 9d of the brake ECU 9 determines whether or not the absolute value of the difference between the maximum value Pnmax and the minimum value Pnmin is equal to or less than the control threshold value Plim = 0.15 MPa. If NO, go back to step S1.

  In step S8, the calculation means 9d of the brake ECU 9 acquires the average value AVE (Pn) of the control hydraulic pressure sensor value Pn in the predetermined period n from the start time tn to the end time tn + 1 during the predetermined period n and sums it up. The total value ΣPn of the control hydraulic pressure sensor values Pn is obtained by dividing by the sampling number m in the predetermined period n, and in step S9, the control means 9a of the brake ECU 9 causes the actuator 10 so that the control hydraulic pressure becomes the average value AVE (Pn). Is appropriately controlled.

  Subsequently, in step S10, deceleration of the vehicle is detected by a change in the vehicle speed V, and in step S11, the control hydraulic pressure sensor value Pn + 1 is set as a brake state quantity from the start time tn + 1 to the end time tn + 2 in the next predetermined period n + 1. In step S12, it is determined whether or not the absolute value of the difference between the maximum value Pn + 1max and the minimum value Pn + 1min in the predetermined period n + 1 is equal to or less than the control threshold value Plim. If NO in step S13, the flow advances to step S13 to end the control.

  The factors that cause the input fluctuation of the pedaling force ΔF and the control hydraulic pressure ΔP in the vehicle braking device 1 are as shown in FIG. FIG. 5 is a schematic diagram showing the analysis result of the torque fluctuation that is a cause of occurrence of brake vibration, that is, the input fluctuation occurrence factor F1.

  First, as shown in F2, due to the change in the amount of hydraulic fluid, that is, the amount of oil inside the cylinders and pistons constituting the wheel cylinders 16 and 17, the unevenness of the road surface during braking is shown in F3. This is because the brake operation of the driver fluctuates due to disturbances such as the above.

  Note that, as indicated by F4, the sensitivity of the pedal effort F and the control oil pressure P to the change in the pedal stroke of the brake pedal 2 can be cited as a factor, but if measures such as reducing the sensitivity are taken against this factor, The merit of taking countermeasures is small because it causes the effect of initial braking and the deterioration of feeling.

  Furthermore, as shown in F5, hydraulic pipes for input from disturbance from the road surface or the like, wheel cylinders 16 and 17, brake discs and pads (not shown), components constituting a brake device such as a caliper for holding the wheel cylinders 17 and 18, etc. Another factor is that the oil inside is pulsating.

  Further, as shown in F6, the cylinder and piston may be deformed to change the amount of oil consumed as hydraulic oil. However, as a measure for suppressing cylinder deformation, for example, a claw root portion is provided on the cylinder. As a step on the rotor side, the noise during braking increases as a contradiction, and as a measure to suppress cylinder deformation, adding a step on the caliper torque receiving root rotor side also causes a squeal. Occurrence and feeling will be worsened, and the merit of taking countermeasures is thin.

  Furthermore, taking measures against the piston deformation is not considered in view of the fact that the normal pedaling force is 200 N or less and the control hydraulic pressure is 4.0 MPa or less, and the deformation of the piston is hardly considered.

  Further, as shown in F7, regarding the fact that the sliding surface of the rotor is wavy, it is considered that there is a thickness difference Δt in the circumferential direction of the rotor. ing.

  Therefore, in the vehicle braking device 1 of the first embodiment realized by the control contents described above, the technical idea is to mainly suppress F3 and F5 among the factors shown in FIG.

  Furthermore, the control example and effect in the vehicle braking device 1 of the first embodiment will be described with reference to FIG. FIG. 6 is a schematic diagram showing a control result in the vehicle braking apparatus according to the present invention. In FIG. 6, the horizontal axis indicates time, and the horizontal axis indicates a predetermined period for each broken line. The vertical axis indicates the control oil pressure sensor value P, and the vertical axis indicates the vehicle speed V.

  During a predetermined period n from the start time tn to the end time tn + 1, it is determined that the difference between the maximum value Pnmax and the minimum value Pnmin of the control hydraulic pressure sensor value Pn is equal to or greater than the control threshold value Plim, and this is normal braking. The average value AVE (Pn) calculation by the calculating means 9d of the brake ECU 9 of the first embodiment and the correction control for setting the control hydraulic pressure by the control means 9a to the average value AVE (Pn) are not performed.

  From the start time tn + 1 to the end time tn + 2, the difference between the maximum value Pn + 1max and the minimum value Pn + 1min of the control hydraulic pressure sensor value Pn + 1 is equal to or less than the control threshold value Plim, and the fluctuation of the control hydraulic pressure sensor value Pn + 1 It is determined that there is a disturbance, and the average value calculation and the control hydraulic pressure correction control according to the first embodiment are executed.

  After the start time tn + 3, since the vehicle speed V is zero and the vehicle is not traveling, the average value calculation and the control hydraulic pressure correction control according to the first embodiment are not executed, and the correction control is canceled.

  As described above, according to the vehicle braking device 1 of the first embodiment realized by the control content described above, the following operational effects can be obtained. That is, the control hydraulic pressure sensor value P as the control hydraulic pressure, which is the brake state quantity, is detected, the average value AVE (P) in the predetermined period n is calculated by the calculation means 9d of the brake ECU 9, and the control means 9a is controlled by the control hydraulic pressure. Can be controlled so as to have an average value AVE (Pn) during a predetermined period n, so that braking torque fluctuations caused by fluctuations in control hydraulic pressure caused by road surface disturbances are suppressed, and brake vibration is reduced. be able to.

  In the vehicle braking device 1 of the first embodiment described above, an electromagnetic valve and a fluid amount adjusting mechanism can be added to the hose constituting the hydraulic piping before the wheel cylinders 16 and 17. The second embodiment will be described below.

  FIG. 7 is a block diagram showing an embodiment of a vehicle braking device according to the present invention. FIG. 8 is a flowchart showing the control contents of an embodiment of the vehicle braking apparatus according to the present invention.

  In addition to the components included in the vehicle braking device 1 according to the first embodiment as shown in FIGS. 1 and 2, the vehicle braking device 21 according to the second embodiment is provided between the branch point C and the wheel cylinder 16 in FIG. 2. An electromagnetic valve 19 is disposed as part of the actuator 10 between the hydraulic pipe, the hose 18 constituting the hydraulic pipe between the branch point D and the wheel cylinder 17, and the wheel cylinders 16, 17. Unless the communication between the cylinders 16 and 17 can be cut off and the control hydraulic pressure sensor value P detected by the control hydraulic pressure detection means 9b is less than the braking threshold and can be regarded as zero based on the control of the control means 9a of the brake ECU 9, The electromagnetic valve 19 is closed and the hydraulic fluid having the control hydraulic pressure is filled in the hose 18.

  The control content of the vehicle braking device 21 according to the second embodiment is as follows. That is, as shown in FIG. 8, in step S21, it is determined whether or not the control hydraulic pressure sensor value P> 0 detected by the control hydraulic pressure detection means 9b of the brake ECU 9. If the result is affirmative, the process proceeds to step S22, The valve 19 is opened based on the control of the control means 9a of the brake ECU 9, and if negative, the process proceeds to step S25, and the electromagnetic valve 19 is closed based on the control of the control means 9a of the brake ECU 9.

  After the process of step S22 is completed, the holding valves 11 and 12 and the pressure reducing valves 13 and 14 included in the actuator 10 are appropriately controlled by the control means 9a in step S23, and braking is executed. In step S24, the electromagnetic valve 19 continues to be opened.

  After the process of step S25 is completed, in step S26, the actuator 10 is appropriately controlled by the control means 9a, and the hose 18 is filled with hydraulic oil as the control hydraulic pressure.

  That is, when the control hydraulic pressure is not supplied to the hose 18, the hose 18 is not filled with the hydraulic fluid, so that the rigidity of the hose 18 as a whole is reduced and vibration is likely to occur due to road surface disturbance. As a result, a phase difference between the hose 18 and the vehicle body or brake parts occurs, and pulsation occurs in the hydraulic fluid. However, according to the vehicle braking device 21 according to the second embodiment, the following effects can be obtained. This pulsation can be prevented on the basis.

  That is, according to the vehicle braking device 21 of the second embodiment, the electromagnetic valve 19 is controlled based on the control of the control means 9a of the brake ECU 9 even when the control hydraulic pressure sensor value P is less than the braking threshold value and is not braking. Is closed so that the hydraulic fluid as the control hydraulic pressure is not supplied to the wheel cylinders 16 and 17 of the respective wheels. The hydraulic fluid of the control hydraulic pressure is supplied to the hose 18 and the hydraulic fluid is filled into the hose 18 to increase the rigidity. It is possible to make it difficult to vibrate, thereby suppressing and reducing brake vibration.

  In the vehicle braking device 21 according to the second embodiment described above, a liquid amount adjusting mechanism may be added to the hose 18 that constitutes the hydraulic piping before the wheel cylinders 16 and 17. The third embodiment will be described below.

  FIG. 9 is a block diagram showing an embodiment of a vehicle braking device according to the present invention. FIG. 10 is a schematic diagram mainly showing an embodiment of a vehicle braking apparatus according to the present invention with respect to hydraulic piping. FIG. 11 is a flowchart showing the control contents of one embodiment of the vehicle braking apparatus according to the present invention.

  The vehicle braking device 31 according to the third embodiment includes the electromagnetic valve 19 and the hose 18 in addition to the components included in the electromagnetic valve 19 shown in the second embodiment and the vehicle braking device 1 as shown in FIGS. The liquid amount adjusting mechanism 32 is provided between the expansion detecting device 33 and the expansion detecting device 33 on the surface adjacent to the liquid amount adjusting mechanism 32 of the hose 18.

  The liquid amount adjusting mechanism 32 is, for example, as shown in FIG. 10, and includes a flow path that connects the hydraulic oil flow path included in the electromagnetic valve 19 and the hose 18. 18 is provided with a small chamber, ie, a liquid chamber, which is defined on the radially outer side of 18 and an actuator 34 such as a piezoelectric element having an expansion / contraction direction in the radial direction of the hose 18 on the opposite side of the hose 18 of the liquid chamber. An airtight seal 35 that is in liquid-tight contact with the side surface of the liquid chamber is adhered to the surface of the hose 18 side. The expansion detection device 33 has a normal strain gauge attached to the surface of the hose 18 to detect the expansion amount X, and its output terminal is connected to the brake ECU 9. The length of the actuator 34 in the expansion / contraction direction is set to the expansion amount X by the brake ECU 9. It is appropriately controlled based on this.

  The control contents of the vehicle braking device 31 according to the third embodiment are as follows. That is, as shown in FIG. 11, in step S31, the control hydraulic pressure detection means 9b of the brake ECU 9 detects the expansion amount Xlim of the hose 18 during braking based on the output to the expansion detection device 33, and the control hydraulic pressure sensor value P is obtained. To detect.

  In step S32, the control oil pressure detection means 9b determines whether or not the control oil pressure sensor value P> 0. If the determination is affirmative, the process proceeds to step S33, where the operation amount detection means 9c of the brake ECU 9 outputs the output of the stroke sensor 3. Based on the above, the stroke S is detected, and it is determined whether or not the stroke S> 0. If the determination is affirmative, the process proceeds to step S34 and the electromagnetic valve 19 is controlled based on the control of the control means 9a of the brake ECU 9. If it is open and negative, the process proceeds to step S37. In step S37, the electromagnetic valve 19 is closed based on the control of the control means 9a of the brake ECU 9.

  After the process of step S34 is completed, the holding valves 11 and 12 and the pressure reducing valves 13 and 14 included in the actuator 10 are appropriately controlled by the control means 9a in step S35, and braking is executed. In step S36, the electromagnetic valve 19 Will continue to be opened.

  After the processing in step S38 is completed, in step S38, the actuator 10 is appropriately controlled by the control means 9a, and the hose 18 is filled with hydraulic oil that is a control hydraulic pressure. Further, in step S39, the control oil pressure detection means 9b of the brake ECU 9 detects the expansion amount X of the hose 18 by the expansion detection device 33, and determines whether or not X ≧ Xlim in step S40. In step S41, the control of the actuator 10, that is, the input voltage is held based on the control of the control means 9a of the brake ECU 9, and the actuator 34 is appropriately extended in the extending direction based on the difference between the expansion amount X and the expansion amount Xlim. If the length is controlled and is negative, the process returns to step S38.

  According to the vehicle braking device 31 according to the third embodiment, the amount of the hydraulic fluid, that is, the volume of the control hydraulic pressure in the hose 18 is made constant by the adjusting means formed by the liquid amount adjusting mechanism 32, and the hydraulic fluid in the hose 18 is fixed. The filling rate of the hose 18 can be kept constant, the rigidity of the hose 18 can be increased and vibration can be made difficult, and brake vibration can be suppressed and reduced.

  Further, the expansion rate X of the hose 18 and the expansion rate Xlim during braking are detected and controlled so that the expansion rate X matches the expansion rate Xlim during braking. The brake vibration can be suppressed and reduced.

  Further, in step S33 of the flowchart shown in FIG. 11, since it is determined whether or not the braking is performed after taking into account the stroke S detected by the stroke sensor 3, the pulsation due to the road surface disturbance causes the control oil pressure to be reduced. In the case of occurrence in the hydraulic oil to be generated, when the determination in step S32 is affirmative, step S34 is prevented from being erroneously executed due to pulsation, and malfunction due to pulsation is prevented. Can do.

  Although the preferred embodiments of the present invention have been described in detail above, the present invention is not limited to the above-described embodiments, and various modifications and substitutions are made to the above-described embodiments without departing from the scope of the present invention. be able to.

  The present invention relates to a vehicle braking device, and can effectively reduce brake vibration, so that the present invention is useful when applied to various vehicles such as passenger cars, trucks, and buses.

It is a block diagram which shows the control system of one Embodiment of the vehicle braking device which concerns on this invention. It is a block diagram which shows the control system of one Embodiment of the vehicle braking device which concerns on this invention. It is a flow which shows the control content of the vehicle braking device by this invention. It is a flowchart which shows the control content of the vehicle braking device by this invention. It is a chart which shows the factor analysis of the brake vibration used as the application object of the vehicle braking device by this invention. It is a schematic diagram which shows the effect of the vehicle braking device by this invention. It is a mimetic diagram showing one embodiment of a vehicle braking device concerning the present invention. It is a flowchart which shows the control content of the vehicle braking device by this invention. It is a mimetic diagram showing one embodiment of a vehicle braking device concerning the present invention. It is a schematic diagram which expands and shows a part of one Embodiment of the vehicle braking device which concerns on this invention. It is a flowchart which shows the control content of the vehicle braking device by this invention.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Vehicle braking device 2 Brake pedal 3 Stroke sensor 4 Vacuum booster 5 Master cylinder 6 Reservoir 7 Control oil pressure sensor 8 Wheel speed sensor 9 Brake ECU
9a Control means 9b Control oil pressure detection means 9c Operation amount detection means 9d Calculation means 10 Actuator 11 Holding valve 12 Holding valve 13 Pressure reducing valve 14 Pressure reducing valve 15 Reservoir 16 Wheel cylinder 17 Wheel cylinder 21 Vehicle braking device 18 Hose 19 Electromagnetic valve 31 Vehicle braking Device 32 Liquid level adjusting mechanism 33 Expansion detection device 34 Actuator 35 such as piezoelectric element Seal

Claims (3)

  A master cylinder that generates an operation oil pressure from a basic oil pressure according to an operation amount of a pedal, a control unit that generates a control oil pressure based on the operation oil pressure, a control oil pressure detection unit that detects the control oil pressure, and the operation amount An operation amount detection unit for detecting; and a calculation unit for calculating an average value of the control oil pressure or the operation amount within a predetermined period, and the control unit generates the control oil pressure based on the average value. A vehicle braking device.   A wheel cylinder for each wheel and a hydraulic pipe for supplying the control hydraulic pressure to the wheel cylinder are provided, and an electromagnetic valve is provided between the wheel cylinder and the hydraulic pipe, and the control means is configured such that the control hydraulic pressure is less than a braking threshold. 2. The vehicle braking device according to claim 1, wherein the electromagnetic valve is closed and the control hydraulic pressure is supplied to the hydraulic piping.   An adjusting means for adjusting the amount of hydraulic fluid of the control hydraulic pressure in the hydraulic pipe is provided, and the adjusting means makes the liquid amount constant when the control hydraulic pressure is less than a braking threshold. The vehicle braking device according to claim 2.