JP4507397B2 - Lock state detection device - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a lock state detection device that detects that a wheel reaches a lock state, and a vehicle body speed detection device that can be applied to the lock state detection, and particularly to a master cylinder (hereinafter referred to as M / C) such as a skid prevention device. It is suitable to be applied to a brake device configured to be able to detect pressure.
[0002]
[Prior art]
Conventionally, in a two-wheel drive vehicle, the vehicle body speed is calculated from the wheel speed of each wheel as follows.
[0003]
First, the largest wheel speed of each wheel is extracted, and the acceleration / deceleration of the extracted wheel speed is calculated. When the gradient predicted as the rate of change in acceleration / deceleration (gradient that can be assumed as wheel behavior; for example, 1G) is α, if the acceleration / deceleration of the wheel speed is within the range of the gradient α, the wheel speed is The vehicle speed is set as it is, and if the acceleration / deceleration of the wheel speed exceeds the range of the gradient α, the gradient α is the acceleration / deceleration at that time, and the value obtained by adding / subtracting the acceleration / deceleration at that time is estimated as the vehicle body speed. I am doing so.
[0004]
On the other hand, a four-wheel drive vehicle is provided with a G sensor that detects longitudinal acceleration, and the vehicle body speed is estimated based on the output of the G sensor and the wheel speed of each wheel.
[0005]
And the lock determination which determines whether the slip ratio increases and the wheel has reached the lock tendency from the calculated vehicle body speed and wheel speed is performed.
[0006]
[Problems to be solved by the invention]
However, in the case of a two-wheel drive system, when the four wheels are locked at the same time, if the deceleration falls within the gradient α, the vehicle speed cannot be accurately estimated, and the four-wheel lock determination can be performed. Can not.
[0007]
On the other hand, since the G sensor is added to the 4WD vehicle, the vehicle speed can be estimated with higher accuracy than the 2WD, so that the lock determination can be performed. There is a problem of becoming.
[0008]
An object of this invention is to provide the lock state detection apparatus which can perform exact lock determination in view of the said point. It is another object of the present invention to provide a vehicle body speed detection device that can accurately estimate the vehicle body speed used for lock determination without using a G sensor.
[0009]
[Means for Solving the Problems]
  In order to achieve the above object, in the invention described in claim 1,Master cylinder pressure detecting means (51) for detecting the hydraulic pressure in the master cylinder; deceleration change amount estimating means (64) for estimating the deceleration change amount of each wheel based on the hydraulic pressure in the master cylinder;Wheel speed detection means (44) for detecting the wheel speed, and wheel deceleration based on the detected wheel speed.ChangeWheel deceleration to calculateChangeComputing means (45);A deceleration change amount that is an estimated value estimated by the deceleration change amount estimating means, and a deceleration change amount that is an actual value calculated by the wheel deceleration change amount calculating means;Based on the above, the lock determination means for detecting that the wheel reaches the locked state(67)It is characterized by having.
[0010]
  in this way,The amount of change in deceleration of each wheel is estimated based on the hydraulic pressure in the master cylinder, and the amount of change in wheel deceleration is calculated from the detected wheel speed to obtain the estimated amount of change in deceleration and the actual value. Based on the amount of change in deceleration, it can be detected that the wheel reaches a locked state. Thus, the hydraulic pressure in the master cylinderBy performing the lock determination based on the above, it is possible to provide a lock state detection device that can perform an accurate lock determination.
[0014]
  In the invention described in claim 2,ABS control determination means for determining whether or not ABS control is in progress;Pressure increasing time calculating means (52) for calculating the pressure increasing time at the pressure increasing timing of the ABS control;The deceleration change amount estimation means is based on the pressure increase time calculated by the pressure increase time calculation means in addition to the hydraulic pressure in the master cylinder when the ABS control determination means determines that the ABS control is in progress. AndEstimate the amount of change in deceleration of each wheelRukoIt is characterized by.
[0015]
Thus, based on the estimated value of the deceleration change amount of each wheel estimated based on the hydraulic pressure of the master cylinder and the pressure increasing time, and the actual value of the deceleration change amount of each wheel obtained from the wheel speed, It is possible to make a lock determination regarding the cascade lock.
[0016]
  In the invention according to claim 3, the depression state detecting means for detecting the depression state of the brake pedal, and the deceleration change for estimating the amount of deceleration change of each wheel based on the depression state detected by the depression state detection means Amount estimation means, wheel speed detection means for detecting wheel speed, wheel deceleration change amount calculation means for calculating a change amount of wheel deceleration based on the wheel speed detected by the wheel speed detection means, and deceleration Based on the deceleration change amount that is the estimated value estimated by the change amount estimation means and the deceleration change amount that is the actual value calculated by the wheel deceleration change amount calculation means, it is detected that the wheel is locked. And a lock determination means.
  Thus, even if the amount of change in deceleration of each wheel is estimated based on the depression state of the brake pedal, the same effect as in the first aspect can be obtained.
[0017]
  For example, as described in claim 4, the depression state detecting means can detect either the depression amount or the depression force of the brake pedal as the depression state of the brake pedal. Further, as described in claim 5, such a lock state detection device is applied to an electric brake device that electrically controls the braking force by the electric actuator in accordance with the depression state of the brake pedal. In this case, the depression state detecting means can detect the energization amount to the electric actuator as the depression state of the brake pedal.
  According to a sixth aspect of the present invention, when the difference between the estimated value of the deceleration change amount and the actual value of the deceleration change amount is greater than a predetermined threshold, the lock determination means It is possible to detect reaching a state.
[0018]
In addition, the code | symbol in the bracket | parenthesis of each said means shows the correspondence with the specific means as described in embodiment mentioned later.
[0019]
DETAILED DESCRIPTION OF THE INVENTION
(First embodiment)
FIG. 1 shows a schematic diagram of brake piping of a brake device to which a lock state detection device according to an embodiment of the present invention is applied. Hereinafter, the basic configuration of the brake device will be described with reference to FIG. In this example, only the first piping system connected to two wheels of the four-wheeled vehicle is illustrated, but the same applies to the second piping system.
[0020]
As shown in FIG. 1, the brake pedal 1 is connected to a booster device 2, and the brake pedal force and the like are boosted by the booster device 2.
[0021]
The booster 2 includes a bush rod that transmits the boosted pedaling force to the M / C 3 and the like, and the bush rod presses a master piston disposed in the M / C 3 so that the M / C 3 C pressure is generated. The brake pedal 1, the booster 2, and the M / C 3 correspond to brake fluid pressure generating means.
[0022]
Also, a master reservoir 3a for supplying brake fluid into M / C3 or storing excess brake fluid in M / C3 is connected to M / C3. The M / C pressure is transmitted to wheel cylinders (hereinafter referred to as W / C) 4 and 5 provided in each wheel via an antilock brake device (hereinafter referred to as ABS). Each wheel is provided with a wheel speed sensor 4a, 5a, and a detection signal corresponding to the rotation of the wheel is output from the wheel speed sensor 4a, 5a.
[0023]
Further, the brake device is provided with a pipe line (main pipe line) A connected to the M / C 3. This pipe A is provided with a proportional control valve (PV: proportioning valve) 22. The pipe A is divided into two parts by the proportional control valve 22. That is, the pipeline A is divided into a pipeline A1 that receives the M / C pressure between M / C3 and the proportional control valve 22, and a pipeline A2 between the proportional control valve 22 and each of the W / Cs 4 and 5. .
[0024]
The proportional control valve 22 normally has an action of transmitting the reference pressure of the brake fluid to the downstream side with a predetermined damping ratio when the brake fluid flows in the forward direction. Then, as shown in FIG. 1, by connecting the proportional control valve 22 in reverse, the pipe A2 side becomes the reference pressure.
[0025]
The pipe A is provided with a pressure sensor 23 that outputs a detection signal corresponding to the brake fluid pressure in the pipe A. This pressure sensor is generally provided in a brake device having a skid prevention function. This pressure sensor 23 can detect the M / C pressure.
[0026]
Further, in the pipeline A2, the pipeline A is branched into two, and one of the openings is provided with a pressure increase control valve 30 for controlling the increase of the brake fluid pressure to the W / C 4, and the other is provided. A pressure increase control valve 31 for controlling the increase of the brake fluid pressure to W / C5 is provided.
[0027]
These pressure-increasing control valves 30 and 31 are configured as two-position valves that can control the communication / blocking state by an ABS electronic control unit (hereinafter referred to as ECU). When the two-position valve is controlled to be in a communicating state, the M / C pressure or the brake fluid pressure generated by discharging the brake fluid from the pump can be applied to each W / C 4 and 5.
[0028]
Note that the first and second pressure-increasing control valves 30 and 31 are always controlled to communicate during normal braking when ABS control is not being executed. The pressure increase control valves 30 and 31 are provided with safety valves 30a and 31a, respectively, so that brake fluid is removed from the W / C 4 and 5 side when the brake depression is stopped and the ABS control is finished. It has become.
[0029]
In addition, the ECU for ABS is provided in the pipe line B connecting the pipe line A between the first and second pressure increase control valves 30 and 31 and the respective W / Cs 4 and 5 and the reservoir hole 20a of the reservoir 20 by the ECU for ABS. Depressurization control valves 32 and 33 that can control the communication / blocking state are respectively provided. These pressure reduction control valves 32 and 33 are always cut off in the normal brake state (when the ABS is not operating).
[0030]
A rotary pump 10 is disposed between safety valves 10a and 10b in a pipe C connecting the proportional control valve 22, the pressure increase control valves 30 and 31 of the pipe A, and the reservoir hole 20a of the reservoir 20. A motor 11 is connected to the rotary pump 10, and the rotary pump 10 is driven by the motor 11. Further, a damper 12 is disposed on the discharge side of the rotary pump 10 in the pipe C in order to reduce the pulsation of the brake fluid discharged by the rotary pump 10.
[0031]
FIG. 2 shows a schematic configuration of the ECU 50 that controls the brake device. As shown in this figure, the ECU 50 receives detection signals from the pressure sensor 23 and detection signals from the wheel speed sensors 4a and 5a. Based on these detection signals, lock determination, vehicle speed calculation, and the like are performed. Done. And based on the calculation result in ECU50, the drive of various control valves 30-33 and the drive of the motor 11 are controlled.
[0032]
Next, the lock determination performed by the ECU 50 having the above configuration will be described. FIG. 3 shows a block configuration of the lock determination processing unit provided in the ECU 50. This lock determination processing unit corresponds to the lock state detection device of the present invention. Hereinafter, the lock determination process will be described with reference to FIG.
[0033]
First, the configuration of the lock determination processing unit will be described with reference to FIG. The lock determination processing unit includes a wheel braking force estimation unit 41, each wheel brake effectiveness calculation unit 42, a vehicle body deceleration calculation unit 43, a wheel speed detection unit 44, a wheel deceleration calculation unit 45, a correction calculation unit 46, and a vehicle body speed calculation. A unit 47 and a lock determination unit 48 are provided.
[0034]
The wheel braking force estimator 41 corresponds to a wheel braking force estimator, and is based on the M / C pressure detected by the pressure sensor 23, that is, the M / C pressure generated according to the depression state of the brake pedal 1. In this embodiment, the hydraulic pressure of each wheel corresponding to the wheel braking force is estimated.
[0035]
Details of the configuration of the wheel braking force estimation unit 41 are shown in FIG. As shown in FIG. 4, the wheel braking force estimation unit 41 includes an M / C pressure detection unit 51, a pressure increase time calculation unit 52, a pressure reduction time calculation unit 53, a proportional control valve characteristic calculation unit 54, and each wheel differential pressure calculation. 55, a pressure increase amount calculation unit 56, a pressure reduction amount calculation unit 57, a W / C pressure estimation unit 58, and a memory 59 as storage means for storing the estimated W / C pressure of each wheel. .
[0036]
The M / C pressure detection unit 51 corresponds to M / C pressure detection means, and detects the M / C pressure based on a detection signal from the pressure sensor 23. The pressure increase time calculation unit 52 and the pressure reduction time calculation unit 53 calculate a pressure increase time or a pressure reduction time during the ABS control. These pressure increase time calculation unit 52 and pressure reduction time calculation unit 53 correspond to pressure increase time calculation means and pressure reduction means calculation means, respectively. The proportional control valve characteristic calculation unit 54 receives a detection signal from the M / C pressure detection unit 51 and outputs a signal in which the characteristic of the proportional control valve 22 is added to this detection signal.
[0037]
Each wheel differential pressure calculator 55 calculates the M / C pressure and the W / C pressure from the difference between the detection signal from the M / C pressure detector 51 and the previous W / C pressure of each wheel stored in the memory 59. The pressure difference between the two is obtained. The pressure increase amount calculation unit 56 includes a pressure difference amount between the M / C pressure and the W / C pressure obtained by each wheel differential pressure calculation unit 55 and a pressure increase time calculated by the pressure increase time calculation unit 52. From this, the pressure increase amount of the W / C pressure is calculated. In other words, at the ABS control pressure increase timing, the W / C pressure is increased by opening the pressure increase control valves 30 and 31 corresponding to the wheel to be increased. The amount depends on the amount of pressure difference between the current M / C pressure and the previous W / C pressure and the valve opening time (width of the pressure increasing pulse). Calculate the quantity. Further, the pressure reduction amount calculation unit 57 calculates the pressure reduction amount of the W / C pressure from the pressure reduction time calculated by the pressure reduction time calculation unit 53. That is, at the ABS control pressure reduction timing, the pressure reduction control valves 32 and 33 corresponding to the wheels to be reduced are opened to reduce the W / C pressure. Since it depends on the W / C pressure of each wheel and the valve opening time (the width of the pressure reduction pulse), the pressure reduction amount of the W / C pressure is calculated based on these.
[0038]
The W / C pressure estimator 58 corresponds to a W / C pressure estimator, and the W / C pressure, W taking into account the previous W / C pressure stored in the memory 59 and the characteristics of the proportional control valve 22, W The W / C pressure at each wheel is estimated based on the increase / decrease amount of the / C pressure.
[0039]
The estimation result by the wheel braking force estimation unit 41 configured as described above is input to each wheel brake effectiveness calculation unit 42 as shown in FIG. The brake effectiveness calculation unit 42 calculates the brake effectiveness of each wheel, that is, the brake torque, based on the estimated W / C pressure, and the calculation result in each wheel brake effectiveness calculation unit 42 is the vehicle deceleration calculation. It is input to the unit 43.
[0040]
The vehicle body deceleration calculation unit 43 corresponds to vehicle body deceleration calculation means. The vehicle body deceleration calculation unit 43 estimates the vehicle body deceleration based on the calculated braking effectiveness. For example, if the calculated braking effectiveness of each wheel is large, a larger vehicle body deceleration can be obtained, and conversely, if it is small, a vehicle body deceleration using a map or the like relating that a small vehicle body deceleration cannot be obtained. Estimate
[0041]
On the other hand, the wheel speed calculation unit 44 corresponds to wheel speed detection means, and calculates the wheel speed of each wheel based on the wheel speed signals from the wheel speed sensors 4a and 5a. The calculation result in the wheel speed calculation unit 44 is input to the wheel deceleration calculation unit 45. The wheel deceleration calculation unit 45 corresponds to wheel deceleration calculation means, and calculates the wheel deceleration of each wheel based on the calculation result of the wheel deceleration calculation unit 45.
[0042]
The vehicle body speed calculation unit 47 corresponds to vehicle body speed calculation means, and is estimated by the vehicle body speed calculation unit 47 based on the calculation result in the vehicle body deceleration calculation unit 43 and the calculation result in the wheel deceleration calculation unit 45. The vehicle speed is calculated, and the lock determination unit 48 makes a lock determination based on the estimated vehicle body speed and the calculation result of the wheel deceleration calculation unit 43.
[0043]
The correction calculation unit 46 corrects the friction coefficient and the like based on the calculation results of the vehicle body deceleration calculation unit 43 and the wheel deceleration calculation unit 45. For example, when the ABS control is not being performed, the brake pad This is to correct the fluctuation of the braking effect due to factors such as the friction coefficient of the vehicle and the load on the vehicle.
[0044]
Next, the lock determination process executed by the lock determination processing unit configured as described above will be described.
[0045]
First, the lock determination process before ABS control will be described. Before the ABS control, the pressure increasing time or the pressure reducing time is not set for each wheel as in the ABS control. Therefore, the W / C pressure estimating unit 58 calculates the M / C pressure detecting unit 51 and the proportional control valve characteristic calculation. Based on the signal from the unit 54, the W / C pressure in each wheel is estimated.
[0046]
Based on the W / C pressure estimated by the W / C pressure estimation unit 58, the brake effectiveness is calculated by each wheel brake effectiveness calculation unit 42, and the vehicle body deceleration is calculated based on the calculated brake effectiveness. Is done.
[0047]
On the other hand, when each wheel speed is detected by the wheel speed detecting unit 44, the wheel deceleration calculating unit 45 calculates the wheel deceleration based on the detected value. Based on the wheel deceleration and the vehicle body deceleration calculated by the vehicle body deceleration calculating unit 43, the vehicle body speed calculating unit 47 calculates the estimated vehicle body speed, and further calculates the estimated vehicle body speed and the preceding vehicle body deceleration. The lock determination is made based on the speed.
[0048]
Next, lock determination processing during ABS control will be described. At the pressure increase timing in the ABS control, the pressure increase time calculation unit 52 calculates the time (pressure increase pulse width) during which pressure increase is performed. Then, each wheel differential pressure calculator 55 obtains a difference between the current M / C pressure detected by the M / C pressure detector 51 and the previous W / C pressure of each wheel stored in the memory 59. Based on the differential pressure of each wheel and the pressure increase time calculated by the pressure increase time calculation unit 52, the pressure increase amount calculation unit 56 determines the pressure increase amount of the W / C pressure.
[0049]
Further, at the time of pressure reduction in the ABS control, the time during which pressure reduction is performed (pulse width of pressure reduction) is calculated by the pressure reduction time calculation unit 53. Then, the pressure reduction amount calculation unit 57 obtains the pressure reduction amount of the W / C pressure based on the pressure reduction time calculated by the pressure reduction time calculation unit 53 and the previous W / C pressure of each wheel stored in the memory 59. .
[0050]
Then, in the W / C pressure estimation unit 58, the previous W / C pressure stored in the memory 59 and the pressure increase amount or pressure decrease of the W / C pressure obtained by the pressure increase amount calculation unit 56 or the pressure decrease amount calculation unit 58 The W / C pressure is estimated based on the amount.
[0051]
When the W / C pressure is estimated in this way, the same operation as before the ABS control described above is performed based on the estimated value, the estimated vehicle speed is calculated, and a lock determination is made.
[0052]
Thus, since the estimated vehicle speed can be calculated based on the M / C pressure detected by the pressure sensor 23, the accurate estimated vehicle speed can be calculated without using the G sensor when the four wheels are simultaneously locked. be able to. Further, since the lock determination is performed based on the accurate estimated vehicle body speed obtained in this way, it is possible to perform an accurate lock determination.
[0053]
(Second Embodiment)
In the first embodiment, the lock determination is performed together with the calculation of the estimated vehicle body speed. In the present embodiment, based on the M / C pressure, the pressure increase time in the ABS control, and each wheel speed, so-called cascade lock, that is, 4 A case will be described in which a locked state is determined such that the wheels are simultaneously locked and the deceleration falls within the gradient α.
[0054]
FIGS. 5A and 5B show changes in the wheel speeds with respect to changes in the W / C pressures of the respective wheels and the changes in the respective wheel deceleration change amounts when the cascade lock occurs. As shown in this figure, each wheel speed and each wheel deceleration change amount is shifted between the estimated value and the actual value. Therefore, it is possible to determine cascade lock by comparing these estimated values with actual values.
[0055]
FIG. 6 shows a block configuration of a cascade determination processing unit in which cascade lock determination is performed, and details of the cascade determination processing will be described based on this diagram. The overall configuration of the brake device is the same as that of FIG. 1 shown in the first embodiment, and therefore FIG. 1 is referred to.
[0056]
First, the configuration of the cascade determination processing unit will be described with reference to FIG. The cascade determination processing unit includes an M / C pressure detection unit 61, a pressure increase time calculation unit 62, a pressure increase gradient calculation unit 63, each wheel deceleration change amount estimation unit 64, a wheel speed detection unit 65, and each wheel deceleration change. An amount calculation unit 66 and a cascade lock determination unit 67 are provided.
[0057]
The M / C pressure detecting unit 61, the pressure increasing time calculating unit 62, and the wheel speed detecting unit 65 are the M / C pressure detecting unit 51 and the pressure increasing time calculating unit 52 shown in FIG. 4 of the first embodiment. This is the same as the wheel speed detector 44 shown.
[0058]
The pressure increase gradient calculation unit 63 calculates the W from the value obtained by subtracting, for example, 20 atmospheres from the M / C pressure detected by the M / C pressure detection unit 61, and the pressure increase time calculated by the pressure increase time calculation unit 62. / C pressure increase gradient is calculated. That is, since the case where the cascade lock occurs is a low μ road surface, on the assumption that the road surface is a low μ road surface, the M / C pressure assumed for the low μ road surface is subtracted, for example, equivalent to 20 atm. Based on the value, the pressure increasing gradient of the W / C pressure is calculated. Then, the wheel deceleration change amount estimation unit 64 obtains an estimated value of the wheel deceleration change amount in each wheel based on the W / C pressure increase gradient calculated by the pressure increase gradient calculation unit 63, thereby reducing the wheel decrease. The speed change amount calculation unit 66 calculates the actual wheel deceleration change amount of each wheel based on each wheel speed detected by the wheel speed detection unit 65. The wheel deceleration change estimation unit 64 and the wheel deceleration change calculation unit 66 correspond to a deceleration change estimation unit and a deceleration change calculation unit, respectively.
[0059]
A difference between the estimated value of the wheel deceleration change amount by the wheel deceleration change amount estimation unit 64 and the actual value of the wheel deceleration change amount by the wheel deceleration change amount calculation unit 66 is obtained. If the difference is larger than a predetermined threshold value, it is determined as cascade lock.
[0060]
Next, the cascade lock determination process executed by the cascade lock determination processing unit configured as described above will be described.
[0061]
First, cascade lock determination before ABS control will be described. Before the ABS control, the pressure increasing time is not set for each wheel as in the ABS control. Therefore, the pressure increasing gradient calculating unit 63 uses the pressure detected by the M / C pressure detecting unit 61 to correspond to 20 atm. A W / C pressure increasing gradient is calculated based on the value obtained by subtracting.
[0062]
Based on this calculated pressure increase gradient, the wheel deceleration change amount estimation unit 64 estimates the deceleration change amount in each wheel.
[0063]
On the other hand, when each wheel speed is detected by the wheel speed detection unit 65, the actual deceleration change amount for each wheel is calculated by the wheel deceleration change amount calculation unit 66 based on the detected value. Based on the difference between the actual wheel deceleration change amount and the wheel deceleration change amount estimated by the wheel deceleration change amount estimation unit 64, the cascade lock determination unit 67 performs cascade lock determination.
[0064]
Next, cascade lock determination during ABS control will be described. At the time of pressure increase in the ABS control, the pressure increase time calculation unit 62 calculates the time during which pressure increase is performed (pressure increase pulse width). Then, the pressure increase gradient calculation unit 63 calculates the pressure increase gradient of the W / C pressure based on the time when pressure increase is performed and the value obtained by subtracting the equivalent of 20 atm from the detection value in the M / C pressure detection unit 61. Is done.
[0065]
In the same manner as before ABS control described above, the wheel deceleration change amount estimating unit 64 estimates the deceleration change amount of each wheel, and the wheel deceleration change amount calculating unit 66 calculates the actual deceleration change of each wheel. The amount is calculated, and cascade lock determination is performed by the cascade lock determination unit 67 based on the estimated value and actual value of the deceleration change amount.
[0066]
Thus, since cascade lock determination can be performed based on the M / C pressure detected by the pressure sensor 23, accurate lock determination can be performed.
[0067]
(Other embodiments)
In each of the above embodiments, an example in which one embodiment of the present invention is applied to a hydraulic brake device in which M / C 3 and each W / C 4, 5 are connected by hydraulic piping has been described. Any other device that can estimate the wheel braking force according to the state may be used.
[0068]
For example, the embodiment of the present invention can be applied to an electric brake device that electrically controls the braking force in accordance with the depression state of the brake pedal. In this case, the M / C pressure is not detected by the pressure sensor 23, but the amount of current supplied to an actuator (for example, a motor that drives a brake pad in a disc brake) that is driven when a braking force is generated is detected. Detect by means. The vehicle body deceleration can be estimated based on the braking effectiveness that depends on the amount of current supplied to the actuator, the friction coefficient of the brake pad, etc., and the estimated vehicle body speed can be obtained accurately based on the estimated vehicle body deceleration. It is possible to make a lock determination.
[0069]
Further, it is possible to estimate the wheel braking force from the amount of depression of the brake pedal, the depression force, and the like.
[0070]
In the first embodiment, the lock state detection device has been described as an example. However, the configuration in which the lock determination unit 48 is excluded from the lock determination processing unit shown in FIG. It can be set as the vehicle body speed detection apparatus which can be estimated well.
[Brief description of the drawings]
FIG. 1 is a diagram showing an overall configuration of a brake device to which a lock state detection device according to a first embodiment of the present invention is applied.
FIG. 2 is a diagram showing a schematic configuration of an ECU 50 of the brake device shown in FIG.
3 is a diagram showing a schematic configuration of a lock determination processing unit provided in the ECU 50 shown in FIG. 2. FIG.
4 is a block diagram showing details of a wheel braking force estimation unit 41 shown in FIG. 3. FIG.
FIG. 5 is a diagram showing a state of cascade lock shown in the second exemplary embodiment of the present invention.
FIG. 6 is a diagram showing a schematic configuration of a cascade lock determination processing unit in the second embodiment of the present invention.
[Explanation of symbols]
3 ... M / C, 23 ... pressure sensor, 41 ... wheel braking force estimation unit,
42 ... Each wheel brake effect calculating part, 43 ... Car body deceleration calculating part,
44 ... wheel speed detection unit, 45 ... wheel deceleration calculation unit, 47 ... vehicle body speed calculation unit,
48: Lock determination unit.

Claims (6)

Master cylinder pressure detecting means (51) for detecting the hydraulic pressure in the master cylinder ;
Before SL master cylinder pressure detecting means deceleration change amount estimating means for estimating a deceleration change amount of each of the wheels based on the oil pressure in the master cylinder detected (64),
Wheel speed detecting means (44) for detecting wheel speed;
Wheel deceleration change amount calculating means (45) for calculating a change amount of wheel deceleration based on the wheel speed detected by the wheel speed detecting means;
Based on the deceleration change amount that is the estimated value estimated by the deceleration change amount estimating means and the deceleration change amount that is the actual value calculated by the wheel deceleration change amount calculating means, the wheel is locked. And a lock determination means (67) for detecting arrival of the lock state detection device. ABS control determination means for determining whether or not ABS control is in progress;
Pressure increasing time calculating means (52) for calculating the pressure increasing time at the pressure increasing timing of the ABS control,
When the ABS control determining means determines that the ABS control determining means is performing the ABS control, the deceleration change amount estimating means includes the pressure increasing time calculated by the pressure increasing time calculating means in addition to the hydraulic pressure in the master cylinder. The lock state detecting device according to claim 1, wherein an amount of deceleration change of each wheel is estimated based on the lock state detecting device. Depressing state detecting means for detecting the depressing state of the brake pedal;
Based on the depression state detected by the depression state detection means, a deceleration change amount estimation means for estimating a deceleration change amount of each wheel;
Wheel speed detecting means for detecting wheel speed;
Wheel deceleration change amount calculating means for calculating a change amount of wheel deceleration based on the wheel speed detected by the wheel speed detecting means;
Based on the deceleration change amount that is the estimated value estimated by the deceleration change amount estimating means and the deceleration change amount that is the actual value calculated by the wheel deceleration change amount calculating means, the wheel is locked. A lock state detection device comprising: a lock determination unit that detects reaching. The lock state detecting device according to claim 3, wherein the stepped state detecting means detects either a stepped amount or a stepped force of the brake pedal as the stepped state of the brake pedal. Applied to an electric brake device that electrically controls the braking force by the electric actuator according to the depression state of the brake pedal,
The lock state detection device according to claim 3, wherein the depression state detection unit detects an energization amount to the electric actuator as a depression state of the brake pedal. The lock determination means detects that the cascade lock state of the wheel is reached when the difference between the estimated value of the deceleration change amount and the actual value of the deceleration change amount is greater than a predetermined threshold value. The lock state detection device according to claim 1, wherein the lock state detection device is a lock state detection device.

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