JP2012236465A - Brake hydraulic pressure control device for vehicle - Google Patents

Brake hydraulic pressure control device for vehicle Download PDF

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Publication number
JP2012236465A
JP2012236465A JP2011105624A JP2011105624A JP2012236465A JP 2012236465 A JP2012236465 A JP 2012236465A JP 2011105624 A JP2011105624 A JP 2011105624A JP 2011105624 A JP2011105624 A JP 2011105624A JP 2012236465 A JP2012236465 A JP 2012236465A
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offset
control
current value
hydraulic pressure
pressure
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JP5624936B2 (en
Inventor
Yoshiyuki Takamatsu
好行 高松
Takashi Kurosaki
崇史 黒崎
Keiichi Takaku
啓一 高久
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Nissin Kogyo Co Ltd
日信工業株式会社
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Abstract

PROBLEM TO BE SOLVED: To suppress hunting of an inlet valve (normally opened proportional solenoid valve) while suppressing a deterioration in pedal feeling.SOLUTION: A control part has an offset means that executes offset control to offset the current-carrying amount to the increase side when the current-carrying amount of a normally opened proportional solenoid valve is reduced at a first gradient. The offset means determines whether a current value detected by a current detecting means is in a prescribed fluctuating state (a step S5), and executes the offset control (a step S6) when the current value is in the prescribed fluctuating state (Yes).

Description

  The present invention relates to a vehicle brake hydraulic pressure control apparatus using a normally open proportional solenoid valve as an inlet valve.

  Conventionally, as a vehicular brake hydraulic pressure control device, the amount of current supplied to an inlet valve, which is a normally open proportional solenoid valve, is offset by a predetermined amount on the increase side while being lowered from the initial current value by a predetermined gradient. One that suppresses pulsation of hydraulic pressure due to valve hunting is known (see Patent Document 1).

JP 2009-29198 A

  However, in the technique described above, if the offset is frequently performed while the energization amount to the inlet valve is lowered at a predetermined gradient, the wheel cylinder pressure fluctuates due to the effect of the offset. As a result, the kickback amount to the pedal There is a problem that the pedal feeling becomes worse.

  Therefore, an object of the present invention is to suppress hunting of an inlet valve (normally open proportional solenoid valve) while suppressing deterioration of pedal feeling.

  The present invention that solves the above-described problems is a hydraulic pressure source that generates a brake hydraulic pressure corresponding to a pedaling force applied to a brake pedal by a driver, and a normally open type provided in a flow path between the hydraulic pressure source and the wheel brake. A proportional solenoid valve, a normally closed solenoid valve provided in a return flow path from the wheel brake to the hydraulic pressure source, and an energization amount to the normally open proportional solenoid valve and the normally closed solenoid valve; A vehicle brake hydraulic pressure control device for controlling the hydraulic pressure in the wheel brake to be switched between a pressure-increasing state, a holding state, and a pressure-reducing state, wherein the hydraulic pressure in the normally open proportional solenoid valve is movable. The control unit includes a current detection unit that detects a current generated according to the movement of the core, and the control unit increases the energization amount when the energization amount of the normally open proportional solenoid valve is decreased by a first gradient. Offset control to offset to The offset means determines whether or not the current value detected by the current detection means is in a predetermined fluctuation state, and executes the offset control when the current value is in a predetermined fluctuation state. It is characterized by doing.

  According to the present invention, for example, when the value of the current flowing through the normally open proportional solenoid valve is in a predetermined fluctuation state due to vibration of the movable core due to, for example, pulsation of hydraulic pressure, offset control is executed. It is possible to efficiently suppress hunting of the normally open proportional solenoid valve. Further, since the offset control is executed only when the current value is in a predetermined fluctuation state, it is possible to suppress the deterioration of the pedal feeling compared to the method of frequently performing the offset control.

  In the present invention, there is provided frequency analysis means for frequency analysis of the current value detected by the current detection means, and the offset means is based on the analysis result of the frequency analysis means at a specific frequency of the current value. It may be configured to determine whether or not the amplitude is equal to or greater than a predetermined value, and to execute the offset control when the amplitude is equal to or greater than the predetermined value.

  According to this, since the fluctuation of the current value of the specific frequency related to the vibration of the movable core can be grasped by the frequency analysis, the offset control is performed when the fluctuation of the current value of the other frequency not related to the vibration of the movable core. No need to do it. Thereby, offset control can be performed more efficiently and the deterioration of the pedal feeling can be further suppressed.

  In the present invention, the offset means determines whether or not the deviation between the current value detected by the current detection means and the indicated current value is equal to or greater than a predetermined threshold value. The offset control may be performed.

  Even in this case, since the vibration state of the movable core can be grasped by the deviation, hunting of the normally open proportional solenoid valve can be efficiently suppressed.

  In the present invention, it is preferable that the offset means performs the determination a plurality of times per one pressure increasing cycle.

  According to this, since the determination is executed a plurality of times per one pressure increasing cycle, it is possible to reliably suppress hunting of the normally open proportional solenoid valve during one pressure increasing cycle.

  According to the present invention, it is possible to suppress hunting of a normally open proportional solenoid valve while suppressing deterioration of pedal feeling.

1 is a configuration diagram of a vehicle including a vehicle brake hydraulic pressure control device according to a first embodiment of the present invention. It is a block diagram which shows the structure of the brake fluid pressure control apparatus for vehicles. It is a block diagram which shows the structure of a control part. It is a graph which shows the result of a frequency analysis. It is a flowchart which shows operation | movement of a control part. A time chart (a) showing the change over time of the energization amount to the inlet valve, a time chart (b) showing the master cylinder pressure and the wheel cylinder pressure, and a time chart (c) showing the wheel cylinder pressure of other wheel brakes. is there. It is a figure for demonstrating 2nd Embodiment, and is the enlarged view to which a part of graph of the energizing amount of Fig.6 (a) was expanded.

[First Embodiment]
Next, a first embodiment of the present invention will be described in detail with reference to the drawings as appropriate.
As shown in FIG. 1, the vehicle brake fluid pressure control device 100 is a device that appropriately controls the braking force applied to each wheel T of the vehicle CR. The vehicle brake hydraulic pressure control device 100 mainly includes a hydraulic unit 10 provided with an oil passage and various parts, and a control unit 20 for appropriately controlling various parts in the hydraulic unit 10.

  Each wheel T is provided with a wheel brake FL, RR, RL, FR, and each wheel brake FL, RR, RL, FR is supplied with a hydraulic pressure supplied from a master cylinder M as an example of a hydraulic pressure source. A wheel cylinder W that generates a braking force is provided. The master cylinder M and the wheel cylinder W are each connected to the hydraulic unit 10. The brake hydraulic pressure generated in the master cylinder M in response to the depression force of the brake pedal P (the driver's braking operation) is supplied to the wheel cylinder W after being controlled by the control unit 20 and the hydraulic pressure unit 10. .

  The control unit 20 includes a pressure sensor 91 that detects a master cylinder pressure (fluid pressure in the master cylinder M), a wheel speed sensor 92 that detects a wheel speed of each wheel T, and an example of a current detection unit described later. A current sensor 93 (see FIG. 3) is connected. The control unit 20 includes, for example, a CPU, a RAM, a ROM, and an input / output circuit. By performing various arithmetic processes based on this, antilock brake control and offset control described later are executed. Details of the control unit 20 will be described later.

  The pressure sensor 91 is a sensor that detects the pressure in the master cylinder M, and is provided in the hydraulic unit 10 described later (see FIG. 2). The wheel speed sensor 92 is a sensor that detects the wheel speed of the wheel T, and is provided corresponding to each wheel T. The current sensor 93 is a sensor that detects a current flowing through the inlet valve 1 and is provided in the control unit 20. In the current sensor 93, when a back electromotive force is generated in the inlet valve 1 due to the movement of the movable core, the current generated according to the movement of the movable core can be detected.

  As shown in FIG. 2, the hydraulic unit 10 is disposed between the master cylinder M and the wheel brakes FL, RR, RL, FR. The two output ports M1, M2 of the master cylinder M are connected to the inlet port 121 of the hydraulic unit 10, and the outlet port 122 is connected to each wheel brake FL, RR, RL, FR. Further, since the oil passage is normally connected from the inlet port 121 to the outlet port 122 in the hydraulic pressure unit 10, the depression force of the brake pedal P is transmitted to each wheel brake FL, RR, RL, FR. It has become so.

  The hydraulic pressure unit 10 is provided with four inlet valves 1, four outlet valves 2, and four check valves 1a corresponding to the wheel brakes FL, RR, RL, FR. Further, two reservoirs 3, two pumps 4, and two orifices 5a are provided corresponding to the respective output hydraulic pressure paths 81, 82 corresponding to the output ports M1, M2, and are electrically driven for driving the two pumps 4. A motor 6 is provided.

  The inlet valve 1 is a normally open type of the present invention disposed in a flow path between each wheel brake FL, RR, RL, FR and the master cylinder M (upstream of each wheel brake FL, RR, RL, FR). Proportional solenoid valve. Although not shown, the inlet valve 1 is moved by a spring that urges the valve body away from the valve seat, a fixed core that is excited by energizing the coil unit, and a magnetic force from the excited fixed core. And a movable core that presses the valve body against the urging force of the spring.

  The inlet valve 1 can be adjusted in its valve opening amount by the energization amount from the control unit 20 described above. The inlet valve 1 is normally open to allow the brake hydraulic pressure to be transmitted from the master cylinder M to the wheel brakes FL, RR, RL, FR. Further, the inlet valve 1 is blocked by the control unit 20 when the wheel T is about to be locked, thereby blocking the hydraulic pressure transmitted from the brake pedal P to each wheel brake FL, RR, RL, FR. Furthermore, the inlet valve 1 is controlled by the control unit 20 to have a predetermined valve closing force, thereby increasing the hydraulic pressure in each wheel brake FL, RR, RL, FR with a predetermined inclination.

  The outlet valve 2 is a normally closed electromagnetic valve arranged in a flow path (return flow path from the wheel brake to the hydraulic pressure source) between each wheel brake FL, RR, RL, FR and each reservoir 3. . Although the outlet valve 2 is normally closed, the hydraulic pressure applied to each wheel brake FL, RR, RL, FR is supplied to each reservoir by being opened by the control unit 20 when the wheel T is likely to be locked. Escape to 3.

  The check valve 1a is connected to each inlet valve 1 in parallel. This check valve 1a is a valve that allows only the flow of brake fluid from each wheel brake FL, RR, RL, FR side to the master cylinder M side, and an inlet valve when the input from the brake pedal P is released. Even when 1 is closed, the flow of brake fluid from each wheel brake FL, RR, RL, FR side to the master cylinder M side is allowed.

The reservoir 3 has a function of temporarily storing brake fluid that is released when each outlet valve 2 is opened.
The pump 4 has a function of sucking the brake fluid stored in the reservoir 3 and returning the brake fluid to the master cylinder M through the orifice 5a.

  The opening and closing states of the inlet valve 1 and the outlet valve 2 are controlled by the control unit 20 to control the hydraulic pressure in each wheel brake FL, RR, RL, FR (hereinafter also referred to as “wheel cylinder pressure”). To do. For example, in a normal state in which the inlet valve 1 is open and the outlet valve 2 is closed, if the brake pedal P is depressed, the hydraulic pressure from the master cylinder M is transmitted to the wheel cylinder W as it is to increase the pressure. When the valve 1 is closed and the outlet valve 2 is opened, the brake fluid flows from the wheel cylinder W to the reservoir 3 side to be in a reduced pressure state. When both the inlet valve 1 and the outlet valve 2 are closed, the wheel cylinder pressure is increased. It becomes a holding state to be held. Further, when the inlet valve 1 is opened with a predetermined valve opening amount, the inside of the wheel cylinder W is in a pressure increasing state in which the pressure is gradually increased with a predetermined inclination. The control unit 20 then applies a predetermined amount to each inlet valve 1 or each outlet valve 2 in order to switch between the above-described pressure increasing state, pressure reducing state, and holding state according to the target brake fluid pressure in each wheel cylinder W. Output current or control signal.

Next, details of the control unit 20 will be described.
As shown in FIG. 3, the control unit 20 includes a control pressure determination unit 21, an initial current value calculation unit 22, a valve opening amount increase unit 23, a frequency analysis unit 24, and an offset unit 25.

  The control pressure determining means 21 has a function of determining whether the wheel cylinder pressure is to be increased, reduced, or held according to the state of the vehicle. Specifically, for example, the control pressure determining means 21 has a speed ratio (slip rate) between the wheel speed detected by the wheel speed sensor 92 and the vehicle body speed estimated based on the wheel speeds of the four wheels T. Then, it is determined that the wheel T is likely to be locked when the wheel acceleration is equal to or greater than the predetermined value and the wheel acceleration is 0 or less, and the wheel cylinder pressure is determined to be reduced. Here, the wheel acceleration is calculated from the wheel speed, for example.

  The control pressure determining means 21 determines that the wheel cylinder pressure is maintained when the wheel acceleration is greater than zero. Further, the control pressure determining means 21 determines that the wheel T is being grounded when the slip ratio is less than a predetermined value and the wheel acceleration is 0 or less, and increases the wheel cylinder pressure. To decide. When the control pressure determining means 21 determines that the wheel cylinder pressure is to be increased (that is, when the pressure-decreasing state or the holding state is shifted to the increased pressure state), the control pressure determining means 21 outputs the pressure increase start signal as the initial current. It outputs to the value calculation means 22.

  When the initial current value calculation means 22 receives the pressure increase start signal from the control pressure determination means 21, the difference between the estimated wheel cylinder pressure and the master cylinder pressure detected by the pressure sensor 91 (pressures upstream and downstream of the inlet valve 1). Based on the difference), it has a function of calculating an initial current value for opening the inlet valve 1. Here, the “estimated wheel cylinder pressure” is a wheel cylinder pressure calculated by a known method. For example, based on the master cylinder pressure detected by the pressure sensor 91 and the open / closed state of the inlet valve 1 and the outlet valve 2. This is the wheel cylinder pressure to be calculated (estimated). Further, the “initial current value for opening the inlet valve 1” is, for example, a current value at which valve opening starts, that is, a force that pushes the valve body in the opening direction by the upstream and downstream differential pressures and springs. And a current value that balances the valve closing force generated in the valve body by energization of the inlet valve 1. The initial current value may be a current value slightly lower or higher than the current value at which the valve starts to be opened, for example. For calculating the initial current value, for example, a table indicating the relationship between the initial current value and the upstream / downstream differential pressure stored in a storage unit such as a ROM or RAM may be used. . Then, when the initial current value calculating unit 22 calculates the initial current value, the initial current value calculating unit 22 outputs the initial current value to the valve opening amount increasing unit 23.

  When receiving the initial current value from the initial current value calculating means 22, the valve opening amount increasing means 23 changes the energization amount to the inlet valve 1 to the initial current value and directs the energization amount to a predetermined target current value. It has a function of gradually decreasing the first gradient and gradually increasing the valve opening amount of the inlet valve 1 (gradually decreasing the valve closing force). Here, the “target current value” is a current value that is set to set the wheel cylinder pressure to the target value by the pressure increase control, and may be calculated based on the target value of the wheel cylinder pressure, for example, The energization amount at the end of the previous pressure increase control may be set as the target current value. For the calculation of the target current value, for example, a table indicating the relationship between the target current value and the target value of the wheel cylinder pressure stored in a storage means such as a ROM or RAM may be used. The “first gradient” is a gradient determined by the relationship between the initial current value, the target current value, and the time taken for one pressure-increasing cycle, and changes according to the value such as the initial current value. In the present embodiment, the period from time t1 to time t7 in FIG. The valve-opening-amount increasing means 23 is also configured to change the energization amount by a signal from the offset means 25, as will be described in detail later.

  The frequency analysis unit 24 has a function of performing frequency analysis on the current value detected by the current sensor 93, and is configured to output the analysis result to the offset unit 25.

  The offset unit 25 is configured to execute offset control for offsetting the energization amount to the increase side when the energization amount of the inlet valve 1 is decreased by the first gradient by the valve opening amount increase unit 23. Specifically, the offset unit 25 determines whether or not the current value detected by the current sensor 93 is in a predetermined fluctuation state, and executes offset control when the current value is in the predetermined fluctuation state. Yes.

  More specifically, in the present embodiment, the offset unit 25 has an amplitude of a current value at a specific frequency fs that is greater than or equal to a predetermined value A1 based on the analysis result of the frequency analysis unit 24 as shown in FIG. It is determined whether or not, and when it is equal to or greater than a predetermined value A1, offset control is executed. Here, the “specific frequency” may be set to a frequency at which the hunting of the movable core occurs, and the threshold of the frequency and the amplitude may be set in advance through experiments or the like.

  Furthermore, the offset means 25 is configured to execute the determination a plurality of times per one pressure increasing cycle (between times t1 and t7 shown in FIG. 6A).

  The offset control start and end timings (for example, times t2 and t3 shown in FIG. 6A) and the offset amount are set to values that can suppress the vibration of the movable core of the inlet valve 1 through experiments or the like. Is done.

The control unit 20 configured as described above performs valve opening control (pressure increase control) of the inlet valve 1 based on the flowchart shown in FIG.
As shown in FIG. 5, the control unit 20 first determines whether or not the current control mode is the pressure increasing mode, that is, whether or not the control pressure determining means 21 has determined the pressure increasing state (S1). ).

  In step S1, when it is determined that the pressure increase mode is not set (No), the control unit 20 ends the present control as it is, and when it is determined that the pressure increase mode is selected (Yes), the normal pressure increase control is performed. Execute (S2). Here, “normal pressure increase control” refers to control in which the energization amount to the inlet valve 1 is lowered to the initial current value and then lowered toward the target current value with a first gradient.

  After step S2, the control unit 20 measures the value of the current flowing through the inlet valve 1 by the current sensor 93 (S3) and performs frequency analysis (S4). After step S4, the control unit 20 determines whether or not the amplitude of the current value at a specific frequency is greater than or equal to a predetermined value (S5).

  If it is determined in step S5 that the amplitude is equal to or greater than the predetermined value, the control unit 20 executes offset control (S6). If it is determined No after step S6 or step S5, the control unit 20 ends this control.

  Next, the energization amount, master cylinder pressure, and wheel cylinder pressure during the valve opening control of the inlet valve 1 will be described.

  As shown in FIG. 6B, for example, when the wheel cylinder pressure is shifted from the holding state to the pressure increasing state, the control unit 20 supplies the current supplied to the inlet valve 1 to completely close the inlet valve 1. The current value α is changed to an initial current value β lower than the current value α. Thereafter, the control unit 20 gradually increases the wheel cylinder pressure (between times t1 and t2) by gradually decreasing the energization amount to the inlet valve 1 from the initial current value β with a first gradient.

  At this time, if the pressure increase rate at the start of the wheel cylinder pressure increase (pressure increase rate between times t1 and t2) is steep, the movable core of the inlet valve 1 vibrates (hunts) and the master cylinder pressure is as shown in the figure. It pulsates. However, in this case, as shown in FIG. 6A, the energization amount pulsates, and when the amplitude of the current value at a specific frequency exceeds a predetermined value due to the pulsation of the energization amount, offset control is executed. (Between times t2 and t3). As a result, the balance between the upstream and downstream differential pressures of the hunted inlet valve 1 and the energization amount is removed during the offset time, and the pulsation of the master cylinder pressure, that is, the hunting of the inlet valve 1, as shown in the figure. Converges.

  Thereafter, as shown in FIG. 6 (c), when the energization amount decreases again at the first gradient as shown in FIG. 6 (a), as shown in FIG. 6 (c), the wheel cylinder pressures of the other wheel brakes are reduced (time). t4) By driving the pump 4 after decompression, the master cylinder pressure pulsates as shown in FIG. 6B, and the inlet valve 1 hunts due to this pulsation. However, even in this case, since the energization amount pulsates, when the amplitude of the current value at a specific frequency exceeds a predetermined value due to the pulsation of the energization amount, offset control is executed (between times t5 and t6), and the master The pulsation of the cylinder pressure, that is, the hunting of the inlet valve 1 converges.

According to the above, the following effects can be obtained in the present embodiment.
When the value of the current flowing through the inlet valve 1 is in a predetermined fluctuation state due to the vibration of the movable core, offset control is executed, so that hunting of the inlet valve 1 can be efficiently suppressed. Further, since the offset control is executed only when the current value is in a predetermined fluctuation state, it is possible to suppress the deterioration of the pedal feeling compared to the method of frequently performing the offset control.

  In particular, in this embodiment, since the fluctuation of the current value of a specific frequency related to the vibration of the movable core can be grasped by the frequency analysis, the offset control is performed when the current value of the other frequency not related to the vibration of the movable core is changed. It is not necessary to execute. Thereby, offset control can be performed more efficiently and the deterioration of the pedal feeling can be further suppressed.

  Since the determination is executed a plurality of times per one pressure increasing cycle, hunting of the inlet valve 1 during one pressure increasing cycle can be reliably suppressed.

[Second Embodiment]
Next, a second embodiment of the present invention will be described in detail with reference to the drawings as appropriate. In addition, since this embodiment changes control by the control part 20 which concerns on above-mentioned 1st Embodiment, about the component similar to 1st Embodiment, the same code | symbol is attached | subjected and the description is given. Will be omitted.

  In the second embodiment, the offset means 25 determines whether or not the deviation (absolute value) between the current value detected by the current sensor 93 and the indicated current value is equal to or greater than a predetermined threshold, and is equal to or greater than the predetermined threshold. In such a case, the offset control is executed. In other words, as shown in FIG. 7, when the current value detected by the current sensor 93 exceeds or falls below a threshold upper limit value or threshold lower limit value that is a predetermined amount away from the indicated current value, offset control is performed. Running.

  Specifically, when this control is performed, the process of step S5 in the flowchart shown in FIG. 5 is performed to determine whether or not the deviation (absolute value) between the current value and the indicated current value is greater than or equal to a predetermined threshold value. It may be replaced with processing. Even in this case, since the vibration state of the movable core can be grasped by the deviation, hunting of the normally open proportional solenoid valve can be efficiently suppressed.

In addition, this invention is not limited to the said embodiment, It can utilize with various forms so that it may illustrate below.
In the embodiment, the current sensor 93 is exemplified as the current detection unit. However, the present invention is not limited to this, and may be a voltage sensor that indirectly detects a current value as a voltage value, for example.

  In the embodiment, the present invention is applied to the control for reducing the energization amount toward the predetermined target current value. However, for example, the present invention is also applied to the case where the target current value is changed during the control for reducing the energization amount. it can. Note that the target current value is changed, for example, when correction control corresponding to a change in road surface friction coefficient or master cylinder pressure is performed. Further, the present invention can also be applied to control in which the energization amount is decreased at a predetermined gradient from the initial current value without determining the target current value, and the gradient is increased in the middle depending on the situation.

  In the above embodiment, the current value of the current output from the valve opening amount increasing means 23 is appropriately changed (offset) by the offset means 25, but the present invention is not limited to this. For example, the current value of the current output from the valve opening amount increasing means 23 may be offset without changing the route through which the current passes, for example, a route having a large resistance and a route having a small resistance.

  In the above embodiment, the initial current value is calculated from the pressure difference between the upstream and downstream of the inlet valve 1, but the present invention is not limited to this. For example, as disclosed in Japanese Patent Application Laid-Open No. 2003-19952, the inlet valve 1 is gradually opened with a predetermined gradient during the first pressure increase control, and when the wheel cylinder pressure actually increases (the inlet valve 1 is opened). The energization amount supplied to the inlet valve 1 at the time) may be stored, and the stored energization amount may be used as the initial current value during the second and subsequent pressure increase control.

  In the above embodiment, the estimated wheel cylinder pressure estimated from the master cylinder pressure is used as the wheel cylinder pressure. However, the present invention is not limited to this, and a pressure sensor is provided in each wheel cylinder W and detected by each pressure sensor. The value may be used as the wheel cylinder pressure.

  In the above embodiment, the master cylinder pressure detected by the pressure sensor 91 is used. However, the present invention is not limited to this, and the controller 20 is provided with a master cylinder pressure estimating means. The estimated master cylinder pressure may be used.

  The offset control according to the present invention can be used not only for anti-lock brake control but also for vehicle behavior control that stabilizes the behavior of the vehicle.

DESCRIPTION OF SYMBOLS 1 Inlet valve 2 Outlet valve 20 Control part 24 Frequency analysis means 25 Offset means 93 Current sensor 100 Brake hydraulic pressure control apparatus for vehicles FL Wheel brake M Master cylinder P Brake pedal

Claims (4)

  1. A hydraulic pressure source that generates a brake hydraulic pressure corresponding to the pedaling force applied by the driver to the brake pedal, a normally open proportional solenoid valve provided in a flow path between the hydraulic pressure source and the wheel brake, and the wheel brake By controlling the energization amount to the normally closed solenoid valve provided in the return flow path to the fluid pressure source, the normally open proportional solenoid valve and the normally closed solenoid valve, the fluid pressure in the wheel brake is controlled. A brake fluid pressure control device for a vehicle, comprising:
    While having a current detection means for detecting a current generated according to the movement of the movable core in the normally open proportional solenoid valve,
    The control unit includes offset means for performing offset control for offsetting the energization amount to the increase side when the energization amount of the normally open proportional solenoid valve is decreased by a first gradient.
    The offset means determines whether or not the current value detected by the current detection means is in a predetermined fluctuation state, and executes the offset control when the current value is in a predetermined fluctuation state. Brake hydraulic pressure control device.
  2. Frequency analysis means for frequency analysis of the current value detected by the current detection means,
    The offset means determines whether or not the amplitude of the current value at a specific frequency is greater than or equal to a predetermined value based on the analysis result of the frequency analysis means. The vehicular brake hydraulic pressure control device according to claim 1, wherein the vehicular brake hydraulic pressure control device is executed.
  3.   The offset means determines whether or not the deviation between the current value detected by the current detection means and the indicated current value is equal to or greater than a predetermined threshold value, and executes the offset control when the deviation is equal to or greater than the predetermined threshold value. The vehicular brake hydraulic pressure control device according to claim 1, wherein the vehicular brake hydraulic pressure control device is provided.
  4. The vehicular brake hydraulic pressure control device according to any one of claims 1 to 3, wherein the offset means performs the determination a plurality of times per one pressure increasing cycle.
JP2011105624A 2011-05-10 2011-05-10 Brake hydraulic pressure control device for vehicles Expired - Fee Related JP5624936B2 (en)

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Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH0793002A (en) * 1993-09-21 1995-04-07 Toshiba Corp Feedback control unit
JPH0993799A (en) * 1995-09-22 1997-04-04 Denso Corp Drive control device for rotary unit
JP2004034875A (en) * 2002-07-04 2004-02-05 Komatsu Forklift Co Ltd Traveling control system for industrial vehicle
JP2006315526A (en) * 2005-05-12 2006-11-24 Advics:Kk Brake fluid pressure control device of vehicle
JP2008296704A (en) * 2007-05-30 2008-12-11 Honda Motor Co Ltd Vehicular brake hydraulic pressure control device
JP2009029198A (en) * 2007-07-25 2009-02-12 Nissin Kogyo Co Ltd Brake hydraulic pressure control device for vehicle
JP2010070139A (en) * 2008-09-22 2010-04-02 Hitachi Automotive Systems Ltd Solenoid valve and brake device

Patent Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH0793002A (en) * 1993-09-21 1995-04-07 Toshiba Corp Feedback control unit
JPH0993799A (en) * 1995-09-22 1997-04-04 Denso Corp Drive control device for rotary unit
JP2004034875A (en) * 2002-07-04 2004-02-05 Komatsu Forklift Co Ltd Traveling control system for industrial vehicle
JP2006315526A (en) * 2005-05-12 2006-11-24 Advics:Kk Brake fluid pressure control device of vehicle
JP2008296704A (en) * 2007-05-30 2008-12-11 Honda Motor Co Ltd Vehicular brake hydraulic pressure control device
JP2009029198A (en) * 2007-07-25 2009-02-12 Nissin Kogyo Co Ltd Brake hydraulic pressure control device for vehicle
JP2010070139A (en) * 2008-09-22 2010-04-02 Hitachi Automotive Systems Ltd Solenoid valve and brake device

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