JP2014193699A - Vehicle brake fluid pressure controller - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicle brake fluid pressure controller including vehicle holding control means and capable of stopping a vehicle with satisfactory feeling if the vehicle starts moving.SOLUTION: A vehicle brake fluid pressure controller (controller 100) including vehicle holding control means 113 for holding a brake fluid pressure and executing a vehicle holding control while a vehicle stops is provided. The controller 100 comprises wheel speed acquisition means 111 for acquiring a signal from a wheel speed sensor 91, the vehicle holding control means 113 includes pressurizing means 113A for setting the brake fluid pressure so as to be equal to a pressurization target fluid pressure if the vehicle speed acquisition means 111 acquires a pulse signal indicating wheel rotation during the vehicle holding control, and the pressurization means 113A is configured to change a pressure boosting rate on the basis of intervals of pulse signals acquired from the vehicle speed sensor 91.

Description

  The present invention relates to a vehicle brake hydraulic pressure control device having vehicle holding control means for holding a brake hydraulic pressure and executing vehicle holding control while the vehicle is stopped.

  In a vehicular brake hydraulic pressure control device having a vehicle holding control means for holding brake hydraulic pressure while the vehicle is stopped, the brake hydraulic pressure is adjusted when the vehicle starts to move even though the driver does not intend to start the vehicle. A technique for pressurizing and stopping a vehicle is known (Patent Document 1).

JP 7-315185 A

  However, if sudden pressurization is automatically performed when the movement of the vehicle is very small, the swinging back occurs when the vehicle stops, and the feeling when the vehicle stops is deteriorated.

  Therefore, an object of the present invention is to stop the vehicle with a good feeling when the vehicle starts moving in the vehicle brake hydraulic pressure control device having the vehicle holding control means.

  The present invention for solving the above-mentioned problems is a vehicle brake hydraulic pressure control device having vehicle holding control means for holding the brake hydraulic pressure and executing vehicle holding control while the vehicle is stopped, and a signal from a wheel speed sensor. Wheel speed acquisition means for acquiring the brake fluid pressure when the wheel speed acquisition means acquires a pulse signal indicating wheel rotation during the vehicle holding control. The pressurizing means is configured to change the pressurization rate based on the interval of pulse signals acquired from the wheel speed sensor.

  According to such a configuration, when the vehicle starts to move during the vehicle holding control, the pressure increase rate is changed according to the pulse interval, that is, the vehicle speed, so that the braking force is appropriately set according to the vehicle moving start state. By adjusting, the vehicle can be stopped with a good feeling.

  In the apparatus described above, the pressurizing means includes a slow pressure increase rate corresponding to a case where the interval of the pulse signal acquired from the wheel speed sensor is a first interval longer than the predetermined interval, and the interval of the pulse signal is the predetermined interval. In correspondence with the case of the second interval shorter than the above, it is possible to adopt a configuration in which at least two boosting rates, that is, a rapid boosting rate larger than the slow boosting rate, are set.

  According to this configuration, when the pulse signal interval is longer than the predetermined interval and the vehicle is moving slowly, pressurization is performed at a slow pressure increase rate, and the pulse signal interval is shorter than the predetermined interval, and the vehicle moves faster. If the wheel speed is high, pressurize quickly to stop the vehicle quickly, and if the wheel speed is low, pressurize gently to increase the speed when stopping. The ring can be made good.

  In this device, the pressurizing means is set to an initial boosting rate that is larger than the slow boosting rate and smaller than the sudden boosting rate, and immediately after the start of movement of the vehicle when a pulse signal is first acquired from the wheel speed sensor. The voltage can be boosted at the initial boost rate.

  In each of the above-described devices, the pressurizing means ends the pressurization of the brake fluid pressure when the brake fluid pressure reaches the pressurization target fluid pressure or when the pulse interval is not acquired for a predetermined time or more. It can be.

  With such a configuration, pressurization can be terminated at an appropriate timing without continuing to pressurize the brake fluid pressure more than necessary.

  When each of the vehicle brake fluid pressure control devices described above is mounted on a vehicle in which the brake fluid pressure can be changed by moving the piston stroke of a piston cylinder mechanism connected to a wheel brake by an electric motor, the pressurizing means Can be configured to change the boosting rate by controlling the rotational speed of the electric motor.

  According to such a configuration, the boosting rate can be suitably controlled by controlling the rotation speed of the motor.

  According to the present invention, in the vehicle brake hydraulic pressure control device having the vehicle holding control means, the vehicle can be stopped with a good feeling when the vehicle starts to move.

1 is a configuration diagram illustrating a vehicle including a control device as an example of a vehicle brake hydraulic pressure control device according to an embodiment of the present invention. It is a block diagram which shows the brake hydraulic pressure circuit of an input device and a motor cylinder apparatus. It is a block diagram which shows the brake hydraulic pressure circuit of a hydraulic control unit. It is a block diagram which shows the structure of a control apparatus. It is a map which shows the relationship between a pulse interval and a pressure | voltage rise rate. It is a flowchart which shows operation | movement of a control apparatus. It is a 1st example of the timing chart of a wheel speed pulse, control mode, and command pressure when a vehicle begins to move during vehicle holding control. It is a 2nd example of the timing chart of a wheel speed pulse, control mode, and instruction | indication pressure when a vehicle starts moving during vehicle holding control.

Next, embodiments of the present invention will be described in detail with reference to the drawings as appropriate.
The brake system 1 to which the control device 100 as a vehicle brake hydraulic pressure control device of the present invention shown in FIG. 1 is applied is a by-wire (By Wire) that transmits an electric signal and operates a brake for normal use. The electric brake system of the type and the conventional hydraulic brake system for operating the brake by transmitting the hydraulic pressure generated by the depression force of the brake pedal BP as it is for fail-safe use.

For this reason, the brake system 1 determines the brake fluid pressure according to the input device U1 that inputs the operation when the brake pedal BP is operated by the driver, the operation amount of the brake pedal BP, and the necessary control. And a hydraulic pressure control unit U3 for performing brake hydraulic pressure control for supporting stabilization of vehicle behavior. The input device U1, the motor cylinder device U2, and the hydraulic pressure control unit U3 control the first system that controls the right front wheel brake FR and the left rear wheel brake RL, the left front wheel brake FL, and the right rear wheel brake RR. The second system is composed of two systems, and each system is independently connected by a hydraulic path formed of a pipe material such as a hose or a tube. The input device U1 and the motor cylinder device U2 are electrically connected by a harness (not shown).
The brake system 1 can be mounted on various vehicles including, for example, an automobile driven by only an engine (internal combustion engine), a hybrid automobile, an electric automobile, and a fuel cell automobile.

  The brake system 1 includes a wheel speed sensor 91, a steering angle sensor 92, a lateral acceleration sensor 93, and a longitudinal acceleration sensor 94 at appropriate locations on the vehicle CR in order to control vehicle behavior by the electric brake system and the hydraulic pressure control unit U3. , An accelerator pedal stroke sensor 95 for detecting the stroke of the accelerator pedal AP, a brake pedal stroke sensor 96 for detecting the stroke of the brake pedal BP, and a motor rotation angle sensor 97 are provided. It is output. The motor rotation angle sensor 97 is a sensor that detects the rotation angle of the electric motor 42 (see FIG. 2) that drives the motor cylinder device U2.

  The control apparatus 100 includes, for example, a CPU, a RAM, a ROM, and an input / output circuit. The device U1, the motor cylinder device U2, and the hydraulic pressure control unit U3 are configured to be controlled. As a result, the control device 100 can control the brake fluid pressure applied to the wheel cylinders H of the wheel brakes FR, RL, FL, and RR, and can apply an appropriate braking force to the wheels W.

  As shown in FIG. 2, the connection port 63a of the first system of the input device U1 is connected to the output port 32a of the motor cylinder device U2 and the input port 68a of the hydraulic pressure control unit U3 by piping. The connection port 63b is connected to the output port 32b of the motor cylinder device U2 and the input port 68b of the hydraulic pressure control unit U3 by piping.

  The hydraulic pressure control unit U3 is provided with four output ports 69a to 69d, to which wheel brakes FR, RL, FL, RR are connected, respectively.

[Input device U1]
The input device U1 includes a tandem master cylinder 10 that can generate hydraulic pressure by operating a brake pedal BP by a driver, and a first reservoir 65 attached to the master cylinder 10. A first piston 12 a and a second piston 12 b are slidably disposed in the cylinder tube 11 of the master cylinder 10 at a predetermined interval along the axial direction of the cylinder tube 11. The first piston 12a is disposed close to the brake pedal BP, and is connected to the brake pedal BP via the push rod 12z. Further, the second piston 12b is arranged farther from the brake pedal BP than the first piston 12a.

  A pair of piston packings 13a and 13b are attached to the outer peripheral surfaces of the first piston 12a and the second piston 12b in the axial direction, and the first piston 12a and the second piston packing 13b are disposed between the pair of piston packings 13a and 13b. The back chambers 14a and 14b are formed by reducing the diameter of the two pistons 12b. The back chambers 14a and 14b are connected to the first reservoir 65 via supply ports 17a and 17b, respectively.

  A first pressure chamber 15a is formed between the first piston 12a and the second piston 12b, and the first pressure chamber 15a is connected to the first reservoir 65 via a relief port 18a. Similarly, a second pressure chamber 15b is formed between the second piston 12b and the side end portion of the cylinder tube 11, and the second pressure chamber 15b is connected to the first reservoir 65 via the relief port 18b. ing. The first pressure chamber 15a and the second pressure chamber 15b generate a brake fluid pressure corresponding to the pedal effort when the driver steps on the brake pedal BP.

  A spring 16 a is provided between the first piston 12 a and the second piston 12 b, and a spring 16 b is provided between the second piston 12 b and the side end of the cylinder tube 11. Thereby, when the driver stops the operation of the brake pedal BP, the first pressure chamber 15a and the second pressure chamber 15b can be returned to appropriate volumes.

  The cylinder tube 11 is formed with output ports 19a and 19b communicating with the first pressure chambers 15a and 15b, respectively. The output ports 19a and 19b are connected to the input device U1 by piping. It is connected to ports 63a and 63b.

  On the pipe connecting the output port 19a of the master cylinder 10 and the connection port 63a of the input device U1, a normally open type electromagnetic valve 61a is disposed, and the output port 19b of the master cylinder 10 and the connection port 63b of the input device U1 are connected. On the pipe to be connected, a normally open type electromagnetic valve 61b is disposed.

The stroke simulator 20 is connected through a normally closed solenoid valve 62 to a pipe (branch fluid pressure path 64) connecting the output port 19b of the master cylinder 10 and the normally open solenoid valve 61b.
Note that the normally open solenoid valves 61a and 61b in FIG. 2 are shown in a normal operation state (closed state), and the normally closed solenoid valve 62 is also in a normal operation state (see FIG. 2). Open state) is shown.

  The stroke simulator 20 is a device that generates a brake stroke and a reaction force at the time of by-wire control, and makes the driver feel as if a braking force is generated by a pedaling force. The hydraulic chamber 24 is formed on one side of the piston 22 and communicates with the branch hydraulic pressure path 64 via the normally closed electromagnetic valve 62. The hydraulic chamber 24 can absorb brake fluid derived from the second pressure chamber 15 b of the master cylinder 10.

  A first return spring 23a having a high spring constant and a second return spring 23b having a small spring constant are provided in series between the side end portions of the piston 22 and the cylinder 21. Thus, when the brake pedal BP is initially depressed. The increasing gradient of the pedal reaction force is low, and the increasing gradient of the pedal reaction force is set to be higher in the later stage of the depression. For this reason, the pedal feeling of the brake pedal BP is equivalent to the existing master cylinder.

  A first hydraulic pressure sensor Pm is disposed on the hydraulic pressure path connecting the output port 19a of the master cylinder 10 and the normally open solenoid valve 61a, and on the hydraulic pressure path connecting the normally open solenoid valve 61b and the connection port 63b. A second hydraulic pressure sensor Pp is provided. The first hydraulic pressure sensor Pm measures the hydraulic pressure on the master cylinder 10 side of the normally open solenoid valve 61a that is closed during normal operation, and the second hydraulic pressure sensor Pp is normally closed during normal operation. The hydraulic pressure on the connection port 63b side (hydraulic pressure control unit U3 side) of the open electromagnetic valve 61b is measured. The output values of these sensors are output to the control device 100.

[Motor cylinder device U2]
The motor cylinder device U2 includes an actuator mechanism 40 including an electric motor 42 and a cylinder mechanism 30 operated by the actuator mechanism 40.

  The actuator mechanism 40 includes an actuator housing 41. The actuator housing 41 accommodates a ball screw mechanism 43 including a screw shaft 43a and a nut 43b, and a reduction gear train 44 that transmits the rotation operation of the electric motor 42 to the nut 43b. doing. The screw shaft 43a is connected to a first slave piston 35a described later.

  The cylinder mechanism 30 includes a cylinder body 31 and a second reservoir 66 attached to the cylinder body 31. The second reservoir 66 is connected to the first reservoir 65 by a pipe 65a. In the cylinder body 31, a first slave piston 35a and a second slave piston 35b are slidably disposed at a predetermined interval along the axial direction of the cylinder body 31. The first slave piston 35a is disposed in the vicinity of the ball screw mechanism 43, contacts the one end of the screw shaft 43a, and can be displaced along the longitudinal direction of the cylinder body 31 integrally with the screw shaft 43a. Yes. Further, the second slave piston 35b is arranged farther from the ball screw mechanism 43 than the first slave piston 35a.

  A pair of slave piston packings 39a and 39b are respectively mounted on the outer peripheral surfaces of the first slave piston 35a and the second slave piston 35b so as to be separated from each other in the axial direction. The first back chamber 37a and the second back chamber 37b are formed by reducing the diameters of the slave piston 35a and the second slave piston 35b, respectively. The first back chamber 37a and the second back chamber 37b are connected to the second reservoir 66 via reservoir ports 33a and 33b, respectively.

  A first hydraulic pressure chamber 36a is formed between the first slave piston 35a and the second slave piston 35b, and a second hydraulic pressure chamber is formed between the second slave piston 35b and the side end of the cylinder body 31. 36b is formed. The cylinder body 31 is formed with output ports 32a and 32b communicating with the first hydraulic pressure chamber 36a and the second hydraulic pressure chamber 36b, respectively. These output ports 32a and 32b are connected to the connection ports 63a and 63b of the input device U1 and the input ports 68a and 68b of the hydraulic pressure control unit U3, respectively. The first hydraulic pressure chamber 36a and the second hydraulic pressure chamber 36b generate brake hydraulic pressure when the screw shaft 43a moves toward the first slave piston 35a by the operation of the electric motor 42, and the hydraulic pressure is output to the output port. It is supplied to the hydraulic pressure control unit U3 via 32a and 32b.

  A spring 34 a is provided between the first slave piston 35 a and the second slave piston 35 b, and a spring 34 b is provided between the second slave piston 35 b and the side end of the cylinder body 31. Thereby, when the screw shaft 43a moves toward the opposite side to the first slave piston 35a by the operation of the electric motor 42, the first hydraulic pressure chamber 36a and the second hydraulic pressure chamber 36b can be returned to appropriate volumes. It is like that.

  A maximum stroke (maximum displacement distance) and a minimum stroke (minimum displacement distance) between the first slave piston 35a and the second slave piston 35b are defined between the first slave piston 35a and the second slave piston 35b. The second slave piston 35b is provided with a stopper pin 38b that restricts the sliding range of the second slave piston 35b and prevents overreturn to the first slave piston 35a side. Yes.

[Hydraulic pressure control unit U3]
As shown in FIG. 3, the hydraulic pressure control unit U3 is a well-known unit, and includes a first hydraulic system 50A that controls the wheel brakes FR and RL and a second hydraulic system 50B that controls the wheel brakes FL and RR. Have. Since the first hydraulic system 50A and the second hydraulic system 50B have the same configuration, only the first hydraulic system 50A will be described here, and the description of the second hydraulic system 50B will be omitted.

  The first hydraulic system 50A is a normally open proportional solenoid valve capable of adjusting the difference between the upstream and downstream hydraulic pressures according to the supplied current on the hydraulic path connecting the input port 68a and the output ports 69a and 69b. A certain pressure regulating valve 51 is provided. In parallel with the pressure regulating valve 51, a check valve 51a that allows flow only to the output ports 69a and 69b is disposed.

  The hydraulic pressure paths on the side of the wheel brakes RL and FR with respect to the pressure regulating valve 51 branch in the middle, and are connected to the output port 69a and the output port 69b, respectively. On each hydraulic pressure path corresponding to the output ports 69a and 69b, an inlet valve 52, which is a normally open type electromagnetic valve, is disposed. Each inlet valve 52 is provided in parallel with a check valve 52a that allows a flow only to the pressure regulating valve 51 side.

  From the hydraulic pressure path between the output port 69a and the corresponding inlet valve 52, and from the hydraulic pressure path between the output port 69b and the corresponding inlet valve 52, the normally closed solenoid valve respectively. A reflux fluid pressure path 57 connected between the pressure regulating valve 51 and the inlet valve 52 via an outlet valve 53 is provided.

  A reservoir 54 that temporarily absorbs excess brake fluid, a check valve 54a, a check valve 55a, a pump 55, and a check valve 55b are provided on the reflux fluid pressure path 57 in order from the outlet valve 53 side. It is arranged. Each of the check valves 54a, 55a, and 55b is disposed so as to allow only the flow toward the space between the pressure regulating valve 51 and the inlet valve 52. The pump 55 is driven by the motor M and is provided so as to generate pressure between the pressure regulating valve 51 and the inlet valve 52.

  The introduction hydraulic pressure path 58 connecting the input port 68a and the pressure regulating valve 51, and the portion between the check valve 54a and the check valve 55a in the reflux hydraulic pressure path 57 are sucked through a suction valve 56 that is a normally closed solenoid valve. They are connected by a hydraulic path 59.

  The introduction hydraulic pressure path 58 is provided with a third hydraulic pressure sensor Ph only for the first hydraulic pressure system 50A. The output value of the third hydraulic pressure sensor Ph is output to the control device 100.

  In the hydraulic pressure control unit U3 having the above-described configuration, normally, each solenoid valve is not energized, and the brake hydraulic pressure introduced from the input port 68a passes through the pressure regulating valve 51 and the inlet valve 52 and is output to the output port 69a. , 69b and applied to each wheel cylinder H as it is. In order to reduce the excessive brake fluid pressure in the wheel cylinder H in order to perform antilock brake control, the corresponding inlet valve 52 is closed and the outlet valve 53 is opened to open the brake fluid through the reflux fluid pressure passage 57. To the reservoir 54 and the brake fluid in the wheel cylinder H can be drained. Further, when the wheel cylinder H is pressurized when the driver does not operate the brake pedal BP, the motor M is driven after the intake valve 56 is opened, so that the pressure applied by the pump 55 is positive. Thus, the brake fluid can be supplied to the wheel cylinder H. Furthermore, when it is desired to adjust the degree of pressurization of the wheel cylinder H, the adjustment can be performed by flowing an appropriate current through the pressure regulating valve 51.

[Control device 100]
Next, details of the control device 100 will be described.
As shown in FIG. 4, the control device 100 includes an electric brake control unit 110 that performs known by-wire brake control based on signals input from the sensors, anti-lock brake control, and vehicle behavior stabilization control. The vehicle behavior control part 120 which performs etc. and the memory | storage part 180 which memorize | stores suitably various constants, a map, a measured value, a calculation result, etc. are provided.

  The vehicle behavior control unit 120 has a conventionally known configuration, and is applied to the wheel cylinders H of the wheel brakes FR, RL, FL, and RR by controlling the valves and the motor M of the hydraulic pressure control unit U3. The brake fluid pressure is controlled, and the behavior of the vehicle CR is controlled.

  The electric brake control unit 110 normally supplies the hydraulic pressure of the master cylinder 10 generated by the depression of the brake pedal BP by passing a current through the normally open solenoid valves 61a and 61b to close the wheel brakes FR, RL, The stroke simulator 20 can be operated by separating it from the wheel cylinders H of FL and RR, and by causing a current to flow through the normally-closed solenoid valve 62 to open it. The electric motor 42 is rotated by rotating the electric motor 42 based on the operation amount of the brake pedal BP detected by the brake pedal stroke sensor 96 and the hydraulic pressure detected by the second hydraulic pressure sensor Pp and the third hydraulic pressure sensor Ph. It is comprised so that the brake fluid pressure according to the intention may be generated.

  In addition, the electric brake control unit 110 holds the brake fluid pressure applied to the wheels W while the vehicle is stopped, and realizes vehicle holding control for holding the stopped state of the vehicle CR. Means 112 and vehicle holding control means 113 are provided.

  The wheel speed acquisition means 111 is a means for acquiring a pulse signal (referred to as “wheel speed pulse”) from the wheel speed sensor 91. The acquired wheel speed pulse is output to the vehicle holding control means 113. The wheel speed acquisition unit 111 may acquire a pulse signal via an electronic control unit that controls the entire vehicle CR.

  The stop determination unit 112 has a function of performing a known stop determination. When it is determined that the vehicle CR has stopped, a stop signal indicating the stop is output to the vehicle holding control unit 113. The stop determination may be performed, for example, by determining whether the vehicle body speed calculated based on a signal from the wheel speed sensor 91 has become a predetermined value or less.

  The vehicle holding control means 113 has a function of executing holding control for holding the actual brake hydraulic pressure applied to the wheels W while the vehicle is stopped. Specifically, when the stop determination signal is received from the stop determination means 112, the electric motor 42 is stopped and the brake fluid pressure at that time is held. When the accelerator pedal AP depression signal is received from the accelerator pedal stroke sensor 95, the electric motor 42 is driven to retract the screw shaft 43a of the ball screw mechanism 43 to release the vehicle holding control, and the brake The hydraulic pressure is reduced.

  The vehicle holding control means 113 has a pressurizing means 113A for increasing the brake fluid pressure and stopping the vehicle CR when the vehicle CR starts to move during the vehicle holding control.

The pressurizing unit 113A is a unit that pressurizes the brake fluid pressure toward the pressurization target hydraulic pressure PT when the wheel speed acquisition unit 111 acquires a wheel speed pulse indicating the rotation of the wheel W during the vehicle holding control. The boosting rate R is changed based on the obtained wheel speed pulse interval. Here, the method of setting the pressurization target hydraulic pressure PT is arbitrary. For example, it may be a constant, or may be a value obtained by adding a predetermined pressure to the current brake hydraulic pressure. Here, as an example, pressurization target pressure PT ₁ for the first time in the vehicle holding control, a value obtained by adding the first pressure α to the current brake fluid pressure, the second pressurization target pressure PT _n of subsequent A value obtained by adding a second pressure β smaller than the first pressure α to the current brake fluid pressure. The storage unit 180 stores a flag F indicating whether or not a wheel pulse is input for the first time during the vehicle holding control. The flag F is set to 0 at the initial stage of the vehicle holding control.

As an example, the pressurizing unit 113A determines the boosting rate R with reference to a map showing the relationship between the pulse interval and the boosting rate R as shown in FIG. In the map of FIG. 5, a larger boost rate is set as the pulse interval is smaller, and a smaller boost rate is set as the pulse interval is larger. Specifically, when the pulse interval is less than T1, the boosting rate of R6, when T1 to T2, the boosting rate of R5, when T2 to T0, the boosting rate of R4, and when T0 to T3, R3 The boosting rate of R1, the boosting rate of R2 in the case of T3 to T4, and the boosting rate of R1 in the case of T4 or more are set. Note that an initial pressure increase rate R0 that is larger than R3 and smaller than R4 is set corresponding to the pulse interval T0, and the pressurizing means 113A is the vehicle CR in which the pulse signal is first acquired from the wheel speed sensor 91 during the vehicle holding control. Immediately after starting to move, the boosting rate R is determined to be the initial boosting rate R0, and pressurization is started.
That is, the pressurizing unit 113A uses the map of FIG. 5 to make a plurality of slow pressure increase rates (R1 to R3) corresponding to the first interval longer than the pulse interval T0 with reference to the pulse interval T0 as the predetermined interval. ) And a plurality of sudden boost rates (R4 to R6) corresponding to the pulse interval T0 and the second interval shorter than the first interval.

  The pressurizing unit 113A is configured to end the pressurization of the brake fluid pressure when the brake fluid pressure P reaches the pressurization target fluid pressure PT or when the pulse interval is not acquired for a predetermined time TM or more. Has been.

  In the present embodiment, the change of the boost rate R in the pressurizing means 113A can be favorably performed by controlling the rotation speed of the electric motor 42.

[Function and effect]
The vehicle holding control process in the control device 100 as described above will be described with reference to FIG.
The control device 100 always acquires various parameters such as wheel speed and longitudinal acceleration from each sensor. When the stop determination unit 112 determines whether or not the vehicle CR has stopped based on the wheel speed and determines that the vehicle has stopped (S1, Yes), the vehicle holding control unit 113 determines the stop from the stop determination unit 112. In response to this signal, the vehicle holding control is started (S2 to S17).
Here, as the control mode, first, holding is set (S2).

Then, the pressurizing means 113A determines whether or not there is a wheel speed pulse. If there is (S3, Yes), the vehicle CR is moving, so that the control mode is pressurized (S4). And the pressurization target hydraulic pressure PT is set (S5). That is, as described above, pressurization target pressure PT ₁ for the first time in the vehicle holding control, a value obtained by adding the first pressure α to the current brake fluid pressure, pressurization target fluid pressure of the second and subsequent PT _n Is a value obtained by adding a second pressure β smaller than the first pressure α to the current brake fluid pressure. In addition, when the pressurization target hydraulic pressure PT is already set, the set pressurization target hydraulic pressure PT is set as it is. Then, it is determined whether or not the flag F is 0. If the flag F is 0 (S6, Yes), the boost rate R is set to R0 (S7), and the flag F is set to 1 (S8). On the other hand, when the flag F is not 0 (S6, No), the boosting rate R is determined from the wheel speed pulse interval with reference to the map of FIG. 5 (S9). After determining the pressure increase rate R or when there is no wheel speed pulse in step S3 (S3, No), the process proceeds to step S11, and it is determined whether or not the brake hydraulic pressure P is equal to or higher than the pressurized target hydraulic pressure PT. When the brake fluid pressure P is equal to or higher than the pressurization target fluid pressure PT (S11, Yes), the control mode is set to hold (S13), and when the brake fluid pressure P is not equal to or greater than the pressurization target fluid pressure PT, It is determined whether or not a predetermined time TM has elapsed from the wheel speed pulse, and if it has elapsed (S12, Yes), the control mode is set to hold (S13). If the predetermined time TM has not elapsed since the previous wheel speed pulse (S12, No), the process proceeds directly to step S14.

  In step S14, it is determined whether or not the accelerator pedal AP is ON. If not (S14, No), control is executed in the current control mode (S15). That is, in the holding mode, the brake fluid pressure is held without moving the electric motor 42, and in the pressurizing mode, the electric motor 42 is rotated at a rotation speed corresponding to the determined boosting rate R to thereby rotate the screw shaft 43a. Move forward. Then, after the control, the processing from step S3 is repeated.

  On the other hand, when the accelerator pedal AP is ON in step S14 (S14, No), the flag F is set to 0 (S16) and the pressure reduction control is performed (S17) in order to end the vehicle holding control.

An example of changes in the wheel speed pulse, control mode, and command pressure of the vehicle CR by the above control will be described with reference to FIG. The brake fluid pressure P is substantially the same as the command pressure.
As shown in FIG. 7, when vehicle holding control is started and control is performed in the holding mode, if there is a wheel speed pulse (t1), the holding mode is shifted to the pressurizing mode. Then, as the pressurization target pressure PT, set the PT _1, starts the pressurization in the initial boosting rate R0. The continued pressure in the initial boosting rate R0, if there is again the wheel speed pulse at time t2, determines the next boosting rate R in accordance with the pulse interval T _1-2 which is the difference between time t2 and time t1, Pressurization is continued at this pressure increase rate R. Similarly, if there is a wheel speed pulse at time t3 and time t4, the boost rate R is determined according to the pulse intervals _T2-3 and _T3-4 , and pressurization is continued at this boost rate R. Here, as can be seen from FIG. 7, the pulse intervals T _1-2 , T _2-3 , and T _3-4 of the wheel speed pulse increase in ascending order in this order. The pressure increase rate R (indicated pressure gradient) corresponding to the interval is gradually reduced. Then, since there is no wheel speed pulse for a predetermined time TM from the wheel speed pulse at time t4, pressurization is terminated at time t5, and the mode returns to the holding mode.

  Thus, according to the control device 100 of the present embodiment, when the vehicle CR starts to move during the vehicle holding control, the boost rate R is changed according to the pulse interval, that is, the speed of the vehicle CR. By appropriately adjusting the braking force according to the movement start state, the vehicle CR can be stopped with a good feeling. In this embodiment, when the interval between the pulse signals is long and the vehicle CR is moving slowly, the pressure increase rate R is reduced, so that the pressure is gently increased to improve the feeling when the vehicle is stopped. Can do. Further, since pressurization is terminated when there is no wheel speed pulse for a predetermined time TM, pressurization can be terminated at an appropriate timing without continuing to pressurize the brake fluid pressure more than necessary.

Next, a second example of a change in wheel speed pulse, control mode, and command pressure of the vehicle CR controlled by the control device 100 of the present embodiment will be described with reference to FIG.
As shown in FIG. 8, when vehicle holding control is started and control is performed in the holding mode, if there is a wheel speed pulse (t11), the holding mode is shifted to the pressurizing mode. Then, as the pressurization target pressure PT, set the PT _1, starts the pressurization in the initial boosting rate R0. Then, pressurization is continued at the initial boost rate R0, and when there is a wheel speed pulse again at time t12, the next boost rate R is determined according to the pulse interval _T11-12 which is the difference between time t12 and time t11, Pressurization is continued at this pressure increase rate R. Similarly, when there is a wheel speed pulse at time t13, time t14, and time t15, the boost rate R is determined according to the pulse intervals T _12-13 , T _13-14 , and T _14-15 , respectively. Continue pressurization with R. Here, as can be seen from FIG. 8, since the pulse interval T _12-13 is smaller than the pulse interval T _11-12 of the wheel speed pulse, the boosting rate R between the times t13 and t14 is the time t12 to t13. Has been bigger than. That is, the short pulse interval means that the vehicle CR is moving fast, so the brake fluid pressure is quickly applied to stop the vehicle CR quickly. In the subsequent pulse intervals T _13-14 and T _14-15 , the pulse intervals increase in ascending order in this order, and the boost rate R corresponding to these pulse intervals gradually decreases. Then, instruction when pressure (≒ brake fluid pressure P) reaches the pressurization target pressure PT ₁ at time t16, exit pressure, returns to hold mode.

In the example of FIG. 8, when the wheel speed pulse is acquired at time t17, the pressure mode is shifted again. In this case, it sets the pressurization target pressure PT ₂ in which the second pressure β addition to pressurization target pressure PT _1. Furthermore, a pressure increase rate R corresponding to the pulse interval T _15-17 is set, and the pressure is increased toward the pressure target hydraulic pressure PT ₂ at this pressure increase rate R. At time t18, the command pressure (≒ brake fluid pressure) reaches the pressurization target pressure PT _2, exit pressure, returns to hold mode.

  As described above, according to the control device 100 of the present embodiment, when the pulse interval of the wheel speed pulse is small, the pressure increase rate R is increased and the brake fluid pressure is rapidly increased. When the CR moves fast, it can be quickly stopped. Further, when the brake fluid pressure P reaches the pressurization target fluid pressure PT, the pressurization is terminated, so that the pressurization can be terminated at an appropriate timing without continuing to pressurize the brake fluid pressure more than necessary. .

[Modification]
Although one embodiment of the present invention has been described above, the present invention is not limited to the above embodiment, and can be implemented in various forms as exemplified below.
For example, in the embodiment, the relationship between the pulse interval and the boost rate R is changed stepwise as shown in FIG. 5, but the boost rate R is continuously changed according to the difference in the pulse interval. Also good.

  In the above-described embodiment, the actual brake fluid pressure is held, pressurized, and reduced by controlling the electric motor 42. However, the present invention is not limited to this, and for example, the inlet valve 52 of the fluid pressure control unit U3. Alternatively, holding may be performed by controlling the current flowing through the pressure regulating valve 51, pressurization may be performed by controlling the motor M, or decompression may be performed by controlling the outlet valve 53. . In this case, the pressure increase rate R at the time of pressurization may be controlled by changing the temporal change rate of the current flowing through the pressure regulating valve 51.

DESCRIPTION OF SYMBOLS 1 Brake system 10 Master cylinder 20 Stroke simulator 30 Cylinder mechanism 40 Actuator mechanism 42 Electric motor 91 Wheel speed sensor 95 Accelerator pedal stroke sensor 100 Controller 110 Electric brake control part 111 Wheel speed acquisition means 112 Stop determination means 113 Vehicle holding control means 113A Pressurizing means 120 Vehicle behavior control unit 180 Storage unit AP Accelerator pedal CR Vehicle U1 Input device U2 Motor cylinder device U3 Fluid pressure control unit

Claims (5)

A vehicle brake hydraulic pressure control device having vehicle holding control means for holding a brake hydraulic pressure and executing vehicle holding control while the vehicle is stopped,
A wheel speed acquisition means for acquiring a signal from the wheel speed sensor;
The vehicle holding control means has a pressurizing means that pressurizes the brake fluid pressure toward the pressurizing target hydraulic pressure when the wheel speed acquisition means acquires a pulse signal indicating wheel rotation during the vehicle holding control. And
The vehicular brake hydraulic pressure control apparatus, wherein the pressurizing means is configured to change a pressure increase rate based on an interval of pulse signals acquired from the wheel speed sensor.   The pressurizing means includes a slow pressure increase rate corresponding to a case where the interval of the pulse signals acquired from the wheel speed sensor is a first interval longer than a predetermined interval, and a second that the pulse signal interval is shorter than the predetermined interval. 2. The vehicle brake hydraulic pressure control device according to claim 1, wherein at least two boosting rates are set, corresponding to the interval, and a rapid boosting rate that is higher than the slow boosting rate.   The pressurizing means is set with an initial boosting rate that is larger than the slow boosting rate and smaller than the sudden boosting rate. Immediately after the start of movement of the vehicle when a pulse signal is first obtained from the wheel speed sensor, the initial boosting rate is set. The vehicular brake hydraulic pressure control device according to claim 2, wherein the pressure is increased.   The pressurizing unit terminates pressurization of the brake fluid pressure when the brake fluid pressure reaches the pressurization target fluid pressure or when the pulse interval is not acquired for a predetermined time or more. The vehicular brake hydraulic pressure control device according to any one of claims 1 to 3. The vehicle brake fluid pressure control device is mounted on a vehicle capable of changing brake fluid pressure by moving the stroke of a piston of a piston cylinder mechanism connected to a wheel brake by an electric motor,
The vehicular brake hydraulic pressure control apparatus according to any one of claims 1 to 4, wherein the pressurizing unit changes a boosting rate by controlling a rotation speed of the electric motor.

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