JP2013212721A - Brake fluid pressure control device for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a brake fluid pressure control device for a vehicle that can obtain both a control amount from which the influence of a brake fluid pressure pulsation is removed upon pump operation and a control amount having high responsiveness.SOLUTION: A brake fluid pressure control device for a vehicle includes a pump 4 that can pump brake fluid from a master cylinder and increase a fluid pressure of a wheel brake so that the fluid pressure becomes higher than a master cylinder pressure; a master pressure obtaining means (pressure sensor 30) for obtaining the master cylinder pressure; a control amount calculation means 22 for calculating a first control amount to increase the fluid pressure of the wheel brake with the pump 4 on the basis of the master cylinder pressure obtained by the master pressure obtaining means; a first filtering means 23 for filtering the first control amount calculated by the control amount calculation means 22; and a pressure increasing means 25 for controlling a pressure increase using a second control amount filtered by the first filtering means 23.

Description

  The present invention relates to a vehicle brake fluid pressure control device including a pump capable of increasing brake fluid pressure.

  Conventionally, as a vehicular brake hydraulic pressure control device that compensates for the failure of a booster, when the booster fails, it is used for a vehicle based on the detected value of the master cylinder pressure (the value detected by the sensor). A configuration is disclosed in which the brake fluid pressure is increased by a pump of a brake fluid pressure control device (see Patent Document 1). However, in such a configuration, since the control amount of the brake fluid pressure is calculated based on the detected value of the master cylinder pressure that is affected by the pulsation of the brake fluid pressure when the pump is operated, stable control is difficult. There is a problem of being.

  On the other hand, in the pressure increase control at the time of failure, a configuration is disclosed in which a fine filter process is performed on the detected value of the master cylinder pressure to calculate a control amount in the pressure increase control (see Patent Document 2).

Japanese Patent Laid-Open No. 2004-217214 Japanese Patent Laid-Open No. 10-329680

  However, in the above-described technique, by constantly performing a fine filter process on the detected value of the master cylinder pressure, even if there is a sudden change in the detected value of the master cylinder pressure, the change in the detected value by the filter process is performed. Therefore, there is a problem that a control amount with high responsiveness cannot be calculated.

  Therefore, the present invention provides a vehicle brake fluid pressure control device that can obtain both a control amount from which the influence of pulsation of brake fluid pressure during pump operation is removed and a control amount with high responsiveness. Objective.

  The present invention that solves the above-described problems is a vehicle brake hydraulic pressure control device that includes a pump that pumps brake fluid from a master cylinder and can increase the hydraulic pressure of a wheel brake so that the hydraulic pressure is higher than the master cylinder pressure. The master pressure acquisition means for acquiring the master cylinder pressure and the first control amount for increasing the hydraulic pressure of the wheel brake by the pump based on the master cylinder pressure acquired by the master pressure acquisition means. Control amount calculation means for calculating, first filter processing means for performing filter processing on the first control amount calculated by the control amount calculation means, and second control amount filtered by the first filter processing means And a boosting means for controlling the boosting by.

  According to this configuration, since the first control amount is calculated based on the master cylinder pressure acquired by the master pressure acquisition unit, it is possible to obtain the first control amount with high responsiveness, and to appropriately change the first control amount to other values. It becomes possible to use it for control. In addition, by performing pressure increase control with the filtered second control amount, it is possible to remove the influence of the pulsation of the brake fluid pressure when the pump is operated, so that stable control can be executed.

  In the above-described configuration, it is preferable that the first filter processing unit changes a filter coefficient according to a variation state of the first control amount.

  According to this, since the filter coefficient is changed according to the variation state of the first control amount, good control according to the variation state of the first control amount can be performed.

  In the configuration described above, the first filter processing unit changes the filter coefficient to a small value on the condition that the sign of the change rate of the first control amount has changed, and the sign of the change rate. It is desirable to greatly change the filter coefficient on the condition that is constant for a predetermined time.

  According to this, when the positive / negative sign of the rate of change of the first control amount is frequently switched due to the pulsation of the brake fluid pressure during the pump operation (when hunting is performed), the filter coefficient is changed to a small value. 2 Since the change in the controlled variable can be suppressed, it is possible to perform control with the influence of pulsation removed. In addition, when there is no pulsation or when the influence of pulsation on the boost control is small, the filter coefficient is greatly changed and the change in the second control amount becomes large. Therefore, the second control amount with high responsiveness can be calculated. it can.

  Further, in the above-described configuration, the apparatus further includes a second filter processing unit that performs a filter process on the master cylinder pressure acquired by the master pressure acquisition unit and outputs a value after the filter process to the control amount calculation unit, It is desirable that the filter coefficient at the time of filter processing by the second filter processing means is set to a value larger than the minimum value of the variable range of the filter coefficient at the time of filter processing by the first filter processing means.

  According to this, since the filtering process is performed on the master cylinder pressure, it is possible to remove the minimum noise from the master cylinder pressure acquired by the master pressure acquisition unit. Moreover, by setting the filter coefficient in the second filter processing means to a value larger than the minimum value of the variable range of the filter coefficient in the first filter processing means, fluctuations in the detected value of the master cylinder pressure are suppressed too much. Therefore, it is possible to calculate a control amount with high responsiveness before performing the filter processing by the first filter processing means.

  The above-described configuration further includes a determination unit that determines whether or not the booster is normal. The boosting unit is configured to determine whether the booster is not normal when the determination unit determines that the booster is not normal. It is desirable to be configured to control the pump with a controlled amount.

  According to this, in the fail-safe control in which the brake fluid pressure is increased by the pump when it is determined that the booster is not normal, the influence of the pulsation of the brake fluid pressure at the time of pump operation with the filtered second control amount Thus, it is possible to perform stable control without removing the first control amount and use the first control amount with high responsiveness.

  According to the present invention, it is possible to obtain both the second control amount from which the influence of the pulsation of the brake fluid pressure during pump operation is removed and the first control amount with high responsiveness.

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 brake fluid pressure circuit diagram of a brake fluid pressure control device for vehicles. It is a block diagram which shows the structure of a control part. It is a map which shows the relationship between a master cylinder pressure and a request | requirement regulator pressure. It is a flowchart which shows operation | movement of a control part. It is a figure (a) and (b) which shows the value before and behind filter processing of master cylinder pressure and demand regulator pressure. It is a block diagram which shows the structure of the control part which concerns on 2nd Embodiment. It is a flowchart which shows operation | movement of the control part which concerns on 2nd Embodiment.

[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 hydraulic pressure control device 100 is for appropriately controlling a braking force (brake hydraulic pressure) applied to each wheel W of the vehicle CR, and an oil passage (hydraulic pressure passage). And a hydraulic unit 10 provided with various components, and a control unit 20 for appropriately controlling various components in the hydraulic unit 10. Further, a pressure sensor 30, a negative pressure chamber pressure sensor 40, and a wheel speed sensor 50 as examples of a master pressure acquisition unit are connected to the control unit 20 of the vehicle brake hydraulic pressure control device 100. Signals from ˜50 are input.

  The pressure sensor 30 is a sensor that detects (acquires) a pressure in the master cylinder MC (hereinafter also referred to as a master cylinder pressure), and is provided in a hydraulic unit 10 described later (see FIG. 2).

  The negative pressure chamber pressure sensor 40 is a sensor that detects the pressure in the negative pressure chamber of a brake booster BB as an example of a booster, and is provided between the master cylinder MC and the brake pedal BP.

  The wheel speed sensor 50 is a sensor that detects the wheel speed of the wheel W, and is provided in each wheel W.

  The control unit 20 includes, for example, a CPU, a RAM, a ROM, and an input / output circuit, and performs each arithmetic processing based on inputs from the sensors 30 to 50 and programs and data stored in the ROM. Execute control.

  The wheel cylinder H is a fluid that converts the brake fluid pressure generated by the master cylinder MC and the vehicle brake fluid pressure control device 100 into the operating force of the wheel brakes FR, FL, RR, RL provided on each wheel W. Each of which is connected to the hydraulic unit 10 of the vehicle brake hydraulic pressure control device 100 via a pipe.

  As shown in FIG. 2, the hydraulic unit 10 of the vehicular brake hydraulic pressure control device 100 includes a master cylinder MC that is a hydraulic pressure source that generates a brake hydraulic pressure in accordance with the pedaling force applied to the brake pedal BP by the driver, It arrange | positions between wheel brakes FR, FL, RR, RL. The hydraulic unit 10 includes a pump body 10a that is a base body having an oil passage through which brake fluid flows, a plurality of inlet valves 1 and outlet valves 2 arranged on the oil passage. The two output ports M1, M2 of the master cylinder MC are connected to the inlet port 121 of the pump body 10a, and the outlet port 122 of the pump body 10a is connected to each wheel brake FR, FL, RR, RL. In normal times, the oil passage is communicated from the inlet port 121 to the outlet port 122 in the pump body 10a, so that the depression force of the brake pedal BP is transmitted to the wheel brakes FL, RR, RL, FR. It is like that.

  Here, the oil path starting from the output port M1 leads to the wheel brake FL on the left side of the front wheel and the wheel brake RR on the right side of the rear wheel, and the oil path starting from the output port M2 is set to the wheel brake FR on the right side of the front wheel and the left side of the rear wheel. To the wheel brake RL. Hereinafter, the oil passage starting from the output port M1 is referred to as “first system”, and the oil passage starting from the output port M2 is referred to as “second system”.

  The hydraulic unit 10 is provided with two control valve means V corresponding to each wheel brake FL, RR in the first system, and similarly corresponding to each wheel brake RL, FR in the second system. Two control valve means V are provided. The hydraulic unit 10 is provided with a reservoir 3, a pump 4, an orifice 5a, a pressure regulating valve (regulator) R, and a suction valve 7 in each of the first system and the second system. The hydraulic unit 10 is provided with a common motor 9 for driving the first system pump 4 and the second system pump 4. The motor 9 is a motor capable of controlling the rotational speed. In this embodiment, the rotational speed is controlled by duty control.

  In the following, the oil passages from the output ports M1 and M2 of the master cylinder MC to the respective pressure regulating valves R are referred to as “output hydraulic pressure passages A1”, and the oil from the first system pressure regulating valve R to the wheel brakes FL and RR. The oil passages from the road and the second system pressure regulating valve R to the wheel brakes RL and FR are respectively referred to as “wheel hydraulic pressure passage B”. In addition, an oil path from the output hydraulic pressure path A1 to the pump 4 is referred to as “suction hydraulic pressure path C”, an oil path from the pump 4 to the wheel hydraulic pressure path B is referred to as “discharge hydraulic pressure path D”, and The oil passage from the wheel fluid pressure passage B to the suction fluid pressure passage C is referred to as “open passage E”.

  The control valve means V is a valve that controls the flow of hydraulic pressure from the master cylinder MC or the pump 4 to the wheel brakes FL, RR, RL, FR (specifically, the wheel cylinder H). Can be increased, retained or decreased. Therefore, the control valve means V includes an inlet valve 1, an outlet valve 2, and a check valve 1a.

  The inlet valve 1 is a normally open proportional solenoid valve provided between each wheel brake FL, RR, RL, FR and the master cylinder MC, that is, in the wheel hydraulic pressure passage B. Therefore, the differential pressure upstream and downstream of the inlet valve 1 can be adjusted according to the value of the drive current flowing through the inlet valve 1.

  The outlet valve 2 is a normally closed electromagnetic valve interposed between each wheel brake FL, RR, RL, FR and each reservoir 3, that is, between the wheel hydraulic pressure path B and the release path E. The outlet valve 2 is normally closed, but is released by the control unit 20 when the wheel W is about to be locked, so that the brake fluid pressure acting on each wheel brake FL, FR, RL, RR is reduced. Relief to each reservoir 3

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

  The reservoir 3 is provided in the release path E, and has a function of storing brake fluid pressure that is released when each outlet valve 2 is opened. Further, between the reservoir 3 and the pump 4, a check valve 3a that allows only the flow of brake fluid from the reservoir 3 side to the pump 4 side is interposed.

  The pump 4 is interposed between the suction hydraulic pressure path C that communicates with the output hydraulic pressure path A1 and the discharge hydraulic pressure path D that communicates with the wheel hydraulic pressure path B, and supplies the brake fluid in the master cylinder MC and the reservoir 3. It has a function of inhaling and discharging to the discharge hydraulic pressure path D (wheel hydraulic pressure path B). Thus, the brake fluid absorbed by the reservoir 3 can be returned to the master cylinder MC, and the brake fluid pressure is generated regardless of whether or not the brake pedal BP is operated, as will be described later, and the wheel brakes FL, RR, A braking force can be generated in RL and FR.

  Specifically, the pump 4 pumps the brake fluid from the master cylinder MC or the like so that the fluid pressure of the wheel brakes FL, RR, RL, RR (wheel cylinder H) is higher than the master cylinder pressure. The hydraulic pressures of the brakes FL, RR, RL, RR can be increased. The amount of brake fluid discharged by the pump 4 depends on the rotation speed (duty ratio) of the motor 9. That is, as the rotation speed (duty ratio) of the motor 9 increases, the amount of brake fluid discharged by the pump 4 also increases.

  The orifice 5a attenuates the pulsation of the pressure of the brake fluid discharged from the pump 4.

  The pressure regulating valve R allows the brake fluid from the master cylinder MC to flow to the wheel brakes FL, RR, RL, FR at normal times, and increases the pressure on the wheel cylinder H side by the brake fluid pressure generated by the pump 4. Sometimes, this flow is cut off (the flow from the wheel brakes FL, RR, RL, FR side to the master cylinder MC side is suppressed) and the pressure on the wheel cylinder H side is adjusted to a set value or less. . Specifically, the pressure regulating valve R includes a switching valve 6 and a check valve 6a.

  The switching valve 6 is a normally open proportional solenoid valve interposed between the output hydraulic pressure path A1 leading to the master cylinder MC and the wheel hydraulic pressure path B leading to each wheel brake FL, FR, RL, RR. . Therefore, the differential pressure between the upstream and downstream of the switching valve 6 is adjusted by arbitrarily changing the valve closing force according to the value of the drive current (indicated current value) input to the switching valve 6, and the wheel hydraulic pressure path The pressure of B can be adjusted below the set value.

  The check valve 6a is connected to each switching valve 6 in parallel. The check valve 6a is a one-way valve that allows the flow of brake fluid from the output hydraulic pressure path A1 to the wheel hydraulic pressure path B.

  The suction valve 7 is a normally closed electromagnetic valve provided in the suction fluid pressure passage C, and switches between a state in which the suction fluid pressure passage C is opened and a state in which the suction fluid pressure passage C is shut off. The suction valve 7 is opened by the control of the control unit 20 when the hydraulic pressure in each wheel brake FL, FR, RL, RR is increased by the pump 4, for example.

Next, details of the control unit 20 will be described.
As shown in FIG. 3, the control unit 20 is mainly based on signals input from the pressure sensor 30 and the negative pressure chamber pressure sensor 40, and the pressure regulating valve R (switching valve 6) and the suction valve 7 in the hydraulic unit 10. The operation of each wheel brake FL, RR, RL, FR is controlled by controlling the opening / closing operation and the operation of the motor 9. Specifically, the control unit 20 executes known ABS control and the like, and also performs pressure increase control by the pump 4, for example, pressure increase control by the pump 4 when the brake booster BB fails. .

  The control unit 20 includes a determination unit 21, a control amount calculation unit 22, a first filter processing unit 23, a storage unit 24, a boosting unit 25, a motor drive unit 26 and a valve drive unit 27.

  The determination means 21 has a function of determining whether or not the brake booster BB is normal based on a signal from the negative pressure chamber pressure sensor 40. Specifically, for example, the determination unit 21 determines whether or not the detection value of the negative pressure chamber pressure sensor 40 exceeds a determination threshold value, and determines that the detected value is not normal when the detection value exceeds the determination threshold value. Then, the determination unit 21 outputs the determination result to the control amount calculation unit 22.

  When the determination result output from the determination unit 21 indicates that the determination is not normal, the control amount calculation unit 22 acquires the master cylinder pressure from the pressure sensor 30, and based on the acquired master cylinder pressure, the wheel brake FR , FL, RR, RL has a function of calculating a first control amount for increasing the hydraulic pressure by the pump 4. Specifically, the control amount calculation means 22 calculates the required regulator pressure (an example of the first control amount) (the target value of the differential pressure upstream and downstream of the pressure regulating valve R) based on the map MP2 and the master cylinder pressure shown in FIG. ).

  Thus, by calculating the required regulator pressure based on the master cylinder pressure acquired by the pressure sensor 30, that is, the master cylinder pressure that has not been filtered, a required regulator pressure with high responsiveness can be obtained. The demanded regulator pressure with high responsiveness can be appropriately used for other control.

  Here, the two types of maps MP1 and MP2 shown in FIG. 4 are stored in the storage unit 24. Of these, the first map MP1 indicated by a two-dot chain line is a map corresponding to the normal state of the brake booster BB. The master cylinder pressure and the required regulator pressure are set to coincide with each other and have a proportional relationship. In other words, the first map MP1 is a map representing the normal state of the brake booster BB, the drive current (indicated current) is not applied to the switching valve 6, and no differential pressure is generated upstream and downstream of the switching valve 6. Therefore, the master cylinder pressure and the required regulator pressure are matched.

  Further, the second map MP2 indicated by a one-dot chain line is a map corresponding to the abnormality of the brake booster BB. The second map MP2 has a proportional relationship similar to that of the first map MP1 until the relationship between the master cylinder pressure and the required regulator pressure reaches a predetermined small value P1, and thereafter increases with a larger slope than the slope of the first map MP1. It is set to be.

  Then, when the brake booster BB is abnormal, the control amount calculation means 22 calculates the required regulator pressure with reference to the second map MP2 from the storage unit 24.

The first filter processing unit 23 has a function of performing filter processing on the required regulator pressure calculated by the control amount calculation unit 22. Specifically, the first filter processing unit 23 calculates the filtered value (second control amount) by substituting the required regulator pressure into the following calculation formula (1).
FPr = Pr1 + Cf · (Pr2-Pr1)
FPr: Filtered required regulator pressure Pr1: Previous value of required regulator pressure Pr2: Current value of required regulator pressure Cf: Filter coefficient

  The first filter processing means 23 is configured to change the filter coefficient Cf according to the fluctuation state of the required regulator pressure Pr. More specifically, the first filter processing unit 23 changes the filter coefficient Cf to a small value on the condition that the sign of the change rate of the required regulator pressure Pr has changed, and the sign of the change rate remains constant for a predetermined time. The filter coefficient Cf is greatly changed on condition that it is constant.

  As a result, when the sign of the change rate of the required regulator pressure Pr is frequently switched due to the pulsation of the brake fluid pressure during the operation of the pump 4 (when hunting is performed), the filter coefficient Cf is changed to be small and requested. Since the change in the regulator pressure Pr is suppressed, it is possible to perform control that eliminates the influence of pulsation. In addition, when there is no pulsation (when the sign of the rate of change is constant for a predetermined time) or when the influence of pulsation on the boost control is small, the filter coefficient Cf is greatly changed to change the required regulator pressure Pr. Therefore, it is possible to calculate the required regulator pressure FPr with high responsiveness.

  Here, the variable range of the filter coefficient Cf may be determined in the range of 0 to 1, for example, 0.03 to 0.8. Then, the first filter processing means 23 outputs the filtered required regulator pressure FPr to the boosting means 25.

  The storage unit 24 stores the above-described maps MP1 and MP2, the filter coefficient Cf, and the like.

  The boosting means 25 performs the filtering process when the filtered required regulator pressure is output from the first filter processing means 23 (that is, when the determination means 21 determines that the brake booster BB is not normal). The boost control is performed with the required regulator pressure. Specifically, the booster 25 outputs a motor drive signal to the motor drive unit 26 so that the upstream / downstream differential pressure of the pressure regulation valve R becomes the filtered required regulator pressure, and the pressure regulation valve drive unit 27a outputs the motor drive signal. An instruction current value corresponding to the required regulator pressure is instructed, and a signal for opening the intake valve 7 is output to the intake valve drive unit 27b.

  As described above, by performing the pressure increase control with the filtered required regulator pressure, it is possible to eliminate the influence of the pulsation of the brake fluid pressure when the pump 4 is operated, and thus it is possible to perform stable control. ing.

  The motor drive unit 26 determines the number of rotations of the motor 9 based on an instruction from the booster 25 and drives it. That is, the motor drive unit 26 drives the motor 9 by rotational speed control, and performs rotational speed control by, for example, duty control.

  The valve drive unit 27 is a part that controls the pressure regulating valve R and the suction valve 7 based on an instruction from the booster 25. Therefore, the valve drive unit 27 includes a pressure regulating valve drive unit 27a and a suction valve drive unit 27b.

  The pressure regulating valve drive unit 27a does not flow current to the pressure regulating valve R during normal operation. When the command current value corresponding to the required regulator pressure is output from the booster 25, the drive current is supplied to the pressure regulating valve R according to the command current value. When a drive current is supplied to the pressure regulating valve R, a differential pressure (required regulator pressure) corresponding to the drive current can be formed upstream and downstream of the pressure regulating valve R. When a pressure difference higher than this is generated, the pressure regulating valve R Opens the valve to maintain the differential pressure according to the drive current. As a result, the hydraulic pressure in the wheel brake is regulated.

  The suction valve drive unit 27b does not flow current to the suction valve 7 in normal times. When there is an instruction from the booster 25, a signal is output to the intake valve 7 in accordance with this instruction. As a result, the suction valve 7 is opened and the brake fluid is sucked into the pump 4 from the master cylinder MC.

  Next, the operation of the control unit 20 when the brake booster BB is abnormal will be described in detail with reference to FIG. The control unit 20 constantly executes the flowchart shown in FIG.

  Specifically, in this control, the control unit 20 first determines whether or not the brake booster BB is abnormal (S1). In step S1, if it is determined that there is no abnormality (No), the control unit 20 terminates this control, and if it is determined that there is an abnormality (Yes), acquires the master cylinder pressure (S2).

  After step S2, the control unit 20 calculates the required regulator pressure from the acquired master cylinder pressure (S3), and then performs a filtering process on the calculated required regulator pressure (S4). After step S4, the control unit 20 executes pressure increase control for increasing the hydraulic pressure of the wheel brake by controlling the pump 4 and the pressure regulating valve R based on the filtered required regulator pressure (S5). Exit.

  Next, an example of the required regulator pressure calculated when the brake booster BB is abnormal will be described with reference to FIG.

  As shown in FIG. 6A, for example, when the brake booster BB becomes abnormal while the driver is stepping on the brake pedal BP (time t1), the control unit 20 performs the operation after time t1. To obtain the master cylinder pressure, and calculate the required regulator pressure Pr from the obtained master cylinder pressure. As shown in FIG. 6 (b), the required regulator pressure Pr calculated at this time is directly obtained from the master cylinder pressure that is greatly affected by the pulsation of the pump 4 that has started to drive from time t1, and therefore pulsation is similarly performed. Is greatly influenced by.

  Therefore, the required regulator pressure Pr has a high responsiveness with respect to the actual master cylinder pressure, and can be appropriately used for other controls. Further, when the filtering process is executed on the required regulator pressure, the filtered required regulator pressure FPr is calculated as shown by the solid line in the figure.

  Thereby, since control of the pump 4 and the pressure regulation valve R is performed based on the request | requirement regulator pressure FPr by which the filter process was carried out, it is possible to perform stable control.

[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 a part of structure of the control part 20 which concerns on above-described 1st Embodiment, about the component substantially the same as 1st Embodiment, the same code | symbol is attached | subjected. The description thereof will be omitted.

  In the second embodiment, a new second filter processing means 28 is provided for the control unit 20 according to the first embodiment. When the determination result output from the determination unit 21 indicates that the determination result is not normal, the second filter processing unit 28 acquires the master cylinder pressure from the pressure sensor 30 and performs a filter process on the acquired master cylinder pressure. And a function of outputting the value after the filter processing to the control amount calculation means 22.

  Specifically, the filter coefficient at the time of filter processing of the second filter processing means 28 is set to a value larger than the minimum value of the variable range of the filter coefficient at the time of filter processing of the first filter processing means 23. That is, the filter process by the second filter processing unit 28 is a somewhat loose filter process.

  In the control unit 20 having the second filter processing means 28 as described above, control is performed according to a flowchart as shown in FIG. In the flowchart shown in FIG. 8, a process of step S10 for executing a loose filter process (a filter process with a small change in the output value with respect to the input value) is added between step S2 and step S3 in the flowchart shown in FIG. Yes.

  In such a control unit 20, since a gentle filter process is performed on the master cylinder pressure, it is possible to remove the minimum noise from the master cylinder pressure acquired by the pressure sensor 30. Further, by setting the filter coefficient in the second filter processing means 28 to a value larger than the minimum value of the variable range of the filter coefficient in the first filter processing means 23, the fluctuation of the detected value of the master cylinder pressure is suppressed too much. Therefore, before the filter processing by the first filter processing means 23 is performed, it is possible to calculate the first control amount with high responsiveness.

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 above embodiment, the required regulator pressure is exemplified as an example of the first control amount. However, the present invention is not limited to this. For example, the target hydraulic pressure (required caliper pressure) of the wheel brake (in the wheel cylinder) is set to the first. It may be a control amount.

  In the above embodiment, the present invention is applied to the control when the brake booster BB is abnormal. However, the present invention is not limited to this, and the present invention may be applied to, for example, brake assist control.

  In the above-described embodiment, the brake booster BB is exemplified as operating by negative pressure. However, the present invention is not limited to this, and the brake booster BB may be operated by hydraulic pressure or directly operated by an electric motor. .

DESCRIPTION OF SYMBOLS 4 Pump 9 Motor 20 Control part 22 Control amount calculation means 23 1st filter processing means 25 Boosting means 30 Pressure sensor 100 Brake fluid pressure control apparatus for vehicles FL, FR, RL, RR Wheel brake MC Master cylinder

Claims (5)

A vehicle brake fluid pressure control device including a pump that pumps brake fluid from a master cylinder and can increase the fluid pressure of a wheel brake so that the fluid pressure is higher than the master cylinder pressure,
Master pressure acquisition means for acquiring a master cylinder pressure;
Control amount calculating means for calculating a first control amount for increasing the hydraulic pressure of the wheel brake by the pump based on the master cylinder pressure acquired by the master pressure acquiring means;
First filter processing means for performing filter processing on the first control amount calculated by the control amount calculation means;
A vehicular brake hydraulic pressure control device, comprising: a boosting unit that performs a boosting control with a second control amount filtered by the first filter processing unit.   The vehicular brake hydraulic pressure control apparatus according to claim 1, wherein the first filter processing means changes a filter coefficient in accordance with a variation state of the first control amount. The first filter processing means includes
On the condition that the sign of change rate of the first control amount has changed, the filter coefficient is changed to be small,
The vehicular brake hydraulic pressure control device according to claim 2, wherein the filter coefficient is largely changed on condition that the sign of the rate of change is constant for a predetermined time. A second filter processing unit that performs a filtering process on the master cylinder pressure acquired by the master pressure acquiring unit and outputs a value after the filtering process to the control amount calculating unit;
The filter coefficient at the time of filter processing of the second filter processing means is set to a value larger than the minimum value of the variable range of the filter coefficient at the time of filter processing of the first filter processing means. The brake fluid pressure control device for a vehicle according to claim 2 or claim 3. A determination means for determining whether the booster is normal;
The said pressure | voltage rise means controls the said pump by the said 2nd control amount, when it determines with the booster not being normal by the said determination means, The any one of Claims 1-4 characterized by the above-mentioned. The brake fluid pressure control device for a vehicle according to the item.

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