JP5109826B2 - Braking force control device - Google Patents

Description

  The present invention relates to a technical field of a braking force control device that performs brake assist.

  2. Description of the Related Art Conventionally, brake assist control is known in which brake fluid sucked up by a pump from a master cylinder is supplied to a wheel cylinder to generate a braking force larger than a braking force corresponding to a driver's brake operation amount. Here, during the execution of the brake assist control, the brake fluid is removed from the master cylinder by the pump, so the output signal of the hydraulic pressure sensor that detects the master cylinder pressure is a value corresponding to the driver's brake operation amount. Don't be. Therefore, in a system that does not have a brake stroke sensor that detects the brake operation amount of the driver and sets the wheel cylinder pressure from the detection signal of the hydraulic pressure sensor, the driver's brake operation is reflected in the target wheel cylinder pressure. I can't.

Therefore, in the conventional braking force control device, the brake assist control reflecting the driver's brake operation is performed by correcting the decrease in the master cylinder pressure (output signal) not caused by the brake operation from the output signal of the hydraulic pressure sensor. (For example, refer to Patent Document 1).
JP-A-11-20638

  When the braking force is controlled by the pump without being operated by the driver, pulsation is generated in the master cylinder by the operation of the pump. However, the pulsation is not considered at all in the above-described conventional technology.

  That is, when pulsation occurs due to the operation of the pump during execution of the brake assist control, the target braking force also varies according to the pulsation. Therefore, an unstable braking force is generated by the operation of the pump in response to the driver's braking operation.

  The present invention has been made paying attention to the above problems, and an object of the present invention is to provide a braking force control apparatus that can prevent fluctuations in the pulsation of the wheel cylinder pressure that occurs during pump operation and can realize a stable braking force. There is.

  In order to achieve the above object, in the present invention, an estimated master pressure calculation that calculates an estimated master pressure, which is an estimated value of the master cylinder pressure, from the output signal of the hydraulic pressure sensor corresponding to the master cylinder pressure and the pressure increase amount of the pump. A base pressure calculating means for calculating a base pressure as an estimated value of the brake operation amount of the driver based on the output signal at the start of the brake assist control and the amount of change in the estimated master pressure; Target pressure calculating means for calculating a target pressure of the wheel cylinder pressure based on the pressure.

  Therefore, in the present invention, it is possible to prevent a fluctuation in the pulsation of the wheel cylinder pressure that is generated when the pump is operated and to realize a stable braking force.

  Hereinafter, the best mode for carrying out the present invention will be described based on the first embodiment.

FIG. 1 is a system configuration diagram of a vehicle to which the braking force control apparatus according to the first embodiment is applied.
The hydraulic unit (hereinafter referred to as HU) 31 is a wheel cylinder W / C (FL) for the left front wheel FL, a wheel cylinder W / C (RR) for the right rear wheel RR based on a command from the brake controller (brake ECU) 32, Each hydraulic pressure is maintained, increased or reduced in pressure in the wheel cylinder W / C (FR) of the right front wheel FR and the wheel cylinder W / C (RL) of the left rear wheel RL.

  The brake ECU 32 includes a yaw rate / lateral G sensor 33 that detects the yaw rate and lateral acceleration of the vehicle, a wheel speed sensor 34 that detects the wheel speed of each wheel, an engine controller (hereinafter referred to as ENGCU) 35, and an automatic transmission controller ( Hereinafter, based on the information obtained from the ATCU) 36 through the CAN communication and the information from the steering angle sensor 39, it is determined whether to execute the braking control. During the execution of the control, the wheel cylinder hydraulic pressure is maintained and an increase / decrease command is generated.

  The brake pedal BP is operated when the driver performs braking. The brake pedal operation amount of the driver is boosted at a boost ratio set in advance by the electric booster 41. The input boosted by the electric booster 41 is converted into a brake fluid pressure by the master cylinder M / C and supplied from the HU 31 to each wheel cylinder W / C. Each wheel cylinder W / C brakes the corresponding wheel.

  The accelerator pedal AP performs vehicle acceleration / deceleration control by the driver's operation. The ENGCU 35 controls the engine 37 from the driver's accelerator pedal operation. In addition, the generated torque of the engine 37 and information on the accelerator pedal operation amount are output by communication (CAN). The ATCU 36 controls the automatic transmission 38. Further, a gear position signal (range position of the automatic transmission 38) is output by communication (CAN).

FIG. 2 is a hydraulic circuit diagram of the HU 31 according to the first embodiment. The HU 31 according to the first embodiment has a piping structure called a so-called X piping, which includes two systems of a P system and an S system.
The P system is connected to the wheel cylinder W / C (FL) for the left front wheel and the wheel cylinder W / C (RR) for the right rear wheel. The wheel cylinder W / C (FR) for the right front wheel is connected to the S system. The wheel cylinder W / C (RL) on the left rear wheel is connected. Each of the P system and the S system is provided with a pump PP and a pump PS, and the pump PP and the pump PS are driven by one motor M. In addition, a plunger pump, a gear pump, etc. are suitably mounted as a pump. In terms of cost, a plunger pump is desirable, and in terms of smoothness (controllability), a gear pump is desirable.

  Master cylinder M / C and the suction side of pumps PP and PS (hereinafter referred to as pump P) are connected by pipelines 11P and 11S (hereinafter referred to as pipeline 11). On each pipeline 11, gate-in valves 2P and 2S, which are normally closed solenoid valves, are provided.

  Further, check valves 6P and 6S (hereinafter referred to as check valves 6) are provided on the pipeline 11 between the gate-in valves 2P and 2S (hereinafter referred to as gate-in valves 2) and the pump P. The check valve 6 allows the flow of brake fluid in the direction from the gate-in valve 2 toward the pump P, and prohibits the flow in the opposite direction.

  The discharge side of each pump P and each wheel cylinder W / C are connected by pipes 12P and 12S (hereinafter, pipe 12). Pipe line 12P is branched into two pipe lines (branch paths) 12FL and 12RR, and the pipe lines 12FL and 12RR are solenoids that are normally open solenoid valves corresponding to the wheel cylinder W / C (FL, RR). In-valves 4FL and 4RR are provided. Pipe line 12S is branched into two pipe lines (branch paths) 12FR and 12RL. Pipe lines 12FR and 12RL are normally open solenoid valves corresponding to wheel cylinders W / C (FR and RL). Certain solenoid-in valves 4FR and 4RL are provided. Hereinafter, the solenoid valves 4FL, 4RR, 4FR, and 4RL are referred to as solenoid-in valves 4.

  In addition, check valves 7P and 7S (hereinafter referred to as check valves 7) are provided on the pipe lines 12 and between the solenoid-in valves 4 and the pumps P. The check valves 7 are connected to the pumps P. The brake fluid is allowed to flow in the direction from the valve to the solenoid-in valve 4, and the flow in the opposite direction is prohibited.

  Furthermore, each pipeline 12 is provided with pipelines 17FL, 17RR, 17FR, 17RL (hereinafter referred to as pipeline 17) that bypass each solenoid-in valve 4. The pipeline 17 includes check valves 10FL, 10RR, 10FR, 10RL (hereinafter, check valve 10) is provided. Each check valve 10 allows the flow of brake fluid in the direction from the wheel cylinder W / C toward the pump P, and prohibits the flow in the opposite direction.

  Master cylinder M / C and conduit 12 are connected by conduits 13P and 13S (hereinafter referred to as conduit 13), and conduit 12 and conduit 13 merge between pump P and solenoid-in valve 4. On each pipeline 13, gate-out valves 3P and 3S (hereinafter referred to as gate-out valves 3), which are normally open solenoid valves, are provided.

  Each pipe line 13 is provided with pipe lines 18P and 18S (hereinafter referred to as pipe lines 18) that bypass each gate-out valve 3. The pipe line 18 includes check valves 9P and 9S (hereinafter referred to as check valves 9). ) Is provided. Each check valve 9 permits the flow of brake fluid in the direction from the master cylinder M / C side toward the wheel cylinder W / C, and prohibits the flow in the opposite direction.

  Reservoirs 16P and 16S (hereinafter referred to as reservoir 16) are provided on the suction side of the pump P, and the reservoir 16 and the pump P are connected by pipe lines 15P and 15S (hereinafter referred to as pipe line 15). Check valves 8P and 8S (hereinafter referred to as check valves 8) are provided between the reservoir 16 and the pump P, and each check valve 8 allows the flow of brake fluid in the direction from the reservoir 16 to the pump P. , Prohibit flow in the opposite direction.

  The wheel cylinder W / C and the pipeline 15 are connected by pipelines 14P and 14S (hereinafter, pipeline 14), and the pipeline 14 and the pipeline 15 merge between the check valve 8 and the reservoir 16. Each pipeline 14 is provided with a solenoid-out valve (pressure reduction control valve) 5FL, 5RR, 5FR, 5RL (hereinafter, solenoid-out valve 5), which is a normally closed solenoid valve.

  In the oil passage between the master cylinder M / C and the gate-in valve 2 and the gate-out valve 3, master cylinder pressure sensors 42P and 42S (hereinafter referred to as “hydraulic pressure sensors”) that output an output signal corresponding to the master cylinder pressure. A master cylinder pressure sensor 42) is provided.

  The brake ECU 32 is used to control vehicle behavior such as calculation of normal brake control according to the driver's braking operation based on the input signal of each sensor, anti-skid brake control (ABS), vehicle behavior stabilization control (VDC), etc. An arithmetic operation is performed to calculate a target braking force necessary for the vehicle, and each wheel cylinder pressure is controlled.

  The brake ECU 32 executes build-up control that simulates the build-up characteristics of the brake pad as brake assist control that generates a larger braking force with respect to the braking force corresponding to the braking operation of the driver. Hereinafter, the build-up control will be described.

  Brake pads are used to brake the wheels of automobiles. In general, when the brake pedal depression force (operation amount, depression pressure) is constant, the brake pads are continuously braked to reduce the brake pads. As the temperature rises, the coefficient of friction rises, thereby having a build-up characteristic that the braking pressure gradually increases. This build-up characteristic greatly depends on the material characteristics of the brake pad.

  For this reason, in the conventional braking device, a brake pad having a desired material characteristic is selected, and a build-up characteristic is generated by this material characteristic. Recently, attempts have been made to produce desired build-up characteristics without being affected by the material characteristics of the brake pad and by controlling the braking force in addition to the material characteristics of the brake pad.

  Therefore, in the first embodiment, when the operation speed of the brake pedal BP is within a predetermined range, that is, when the output signal of the master cylinder pressure sensor 42 is within the predetermined range, the wheel cylinder pressure is gradually increased over time. By increasing the target deceleration in this way, it is possible to secure a feeling of increased braking in the latter half of braking. This build-up control ends when the vehicle speed reaches a preset low vehicle speed threshold.

FIG. 3 is a build-up control block diagram (brake assist control means) of the brake ECU 32.
The estimated master pressure calculation unit (estimated master pressure calculation means) 32 a estimates the change amount of the master cylinder pressure based on the pressure increase amount of the pump P, and the estimated change amount of the master cylinder pressure and the output of the master cylinder pressure sensor 42. Based on the master pressure that is a signal, an estimated master pressure that is an estimated value of the master cylinder pressure is calculated.

The base pressure calculation unit (base pressure calculation means) 32b is based on the master pressure at the start of the brake assist control and the amount of change in the estimated master pressure calculated by the estimated master pressure calculation unit 32a. The base pressure as an estimated value is calculated.
The target pressure calculation unit (target pressure calculation means) 32c calculates the target pressure of the wheel cylinder pressure based on the base pressure calculated by the base pressure calculation unit 32b.

  The drive control unit 32d outputs a drive command to the pump P based on the target pressure calculated by the target pressure calculation unit 32c and controls the drive amount of the pump P. At the same time, a valve opening command or a valve closing command is output to the gate-in valve 2 and the gate-out valve 3 to control the opening and closing of the valves 2 and 3.

  When the wheel cylinder pressure is increased by driving the pump P during the execution of the brake assist (build-up) control, the gate-in valve 2 is opened from the normal control state shown in FIG. C brake fluid is sucked up by the pump P from the pipe line 11 and supplied from the pipe line 12 to the wheel cylinder W / C. At the same time, the gate-out valve 3 is closed to prevent the brake fluid from returning from the wheel cylinder W / C to the master cylinder M / C via the conduit 13. On the other hand, when reducing the wheel cylinder pressure during the execution of the build-up control, the pump cylinder P is stopped, the gate-in valve 2 is closed, and the gate-out valve 3 is opened at the same time. The brake fluid is returned to the master cylinder M / C through the conduit 13.

[Brake assist control processing]
FIG. 4 is a flowchart showing a flow of a brake assist control process executed by the brake ECU 32 of the first embodiment. Each step will be described below. This calculation process is repeatedly executed every predetermined calculation cycle.

  In step S1, the estimated master pressure calculation unit 32a determines whether the driver is stepping on the brake pedal BP based on the master pressure from the master cylinder pressure sensor. If yes, then go to step S2, if no, go to return.

  In step S2, the estimated master pressure calculation unit 32a determines whether or not the brake assist execution condition is satisfied. If yes, then go to step S3, if no, go to return. Here, when the master pressure is within a predetermined range, the brake assist execution condition is determined to be a brake assist execution condition by determining that the driver is making a constant stepping.

  In step S3, the estimated master pressure calculation unit 32a and the base pressure calculation unit 32b perform the base pressure calculation process shown in FIG. 5, and the process proceeds to step S4. The base pressure calculation process will be described later.

  In step S4, the base pressure calculation unit 32b performs an end process shown in FIG. 7, and the process proceeds to step S5. The termination process will be described later.

  In step S5, the target pressure calculation unit 32c performs a gain calculation process shown in FIG. 8, and the process proceeds to step S6. The gain calculation process will be described later.

  In step S6, the target pressure calculation unit 32c performs the target pressure calculation process shown in FIG. 9 and proceeds to return. The target pressure calculation process will be described later.

[Base pressure calculation processing]
FIG. 5 is a flowchart illustrating the flow of the base pressure calculation process executed by the estimated master pressure calculation unit 32a and the base pressure calculation unit 32b according to the first embodiment. Each step will be described below.

  In step S31, it is determined whether or not an end process is currently being performed based on whether or not an end flag is set. If YES, this control is terminated, and if NO, the process proceeds to step S32.

  In step S32, the estimated master pressure calculation unit 32a calculates the estimated master pressure, and the base pressure calculation unit 32b calculates the absolute value of the deviation between the calculated master pressure and the base pressure calculated in the previous calculation cycle. It is determined whether or not it is smaller than a preset base pressure fluctuation threshold. If YES, the process moves to step S34, and if NO, the process moves to step S33. The “base pressure fluctuation threshold value” is set to a value larger than the fluctuation amount of the estimated master pressure accompanying the pulsation of the pump P.

Here, the estimated master pressure is calculated by calculating the pressure increase amount of the pump P from the drive command output to the pump P from the drive control unit 32d and referring to the map shown in FIG. 6 from the calculated pump pressure increase amount. A master pressure change amount that is a cylinder pressure change amount is calculated. Then, the estimated master pressure is calculated by adding the master pressure and the master pressure change amount.
Estimated master pressure = master pressure + master pressure change (pump increase)

  In step S33, the base pressure calculation unit 32b determines whether the value obtained by subtracting the estimated master pressure from the base pressure is negative. If YES, the process proceeds to step S35, and if NO, the process proceeds to step S36.

  In step S34, the base pressure calculation unit 32b holds the base pressure at the previous value calculated in the previous control cycle, and the process proceeds to step S37.

In step S35, the base pressure calculation unit 32b calculates the amount of change (increase) in the estimated master pressure from the difference between the estimated master pressure calculated in step S32 and the previous value of the estimated master pressure calculated in the previous control cycle. Then, the base pressure is calculated by adding the base pressure calculated in the previous control cycle and the estimated master pressure change amount.
Base pressure = base pressure previous value + estimated master pressure change amount Here, the initial value of the base pressure previous value is the master pressure detected at the start of the brake assist control.

  In step S36, the base pressure calculation unit 32b sets an end control flag, and the process proceeds to step S37.

In step S37, the master pressure is compared with the base pressure to determine whether the master pressure is smaller than the base pressure. If YES, this control is terminated, and if NO, the process proceeds to step S38.
In step S38, the master pressure is set to the base pressure, and this control is terminated.

  In the base pressure calculation process, even if the base pressure deviates from the value corresponding to the actual master pressure due to sensor noise or the like, the base pressure is The target pressure is selected by selecting high of the calculated target pressure and master pressure.

[End processing]
FIG. 7 is a flowchart showing a flow of termination processing executed by the base pressure calculation unit 32b according to the first embodiment. Each step will be described below.

  In step S41, it is determined whether an end process flag is set. If YES, the process proceeds to step S42, and if NO, this control is terminated.

  In step S42, it is determined whether or not the master pressure change amount is larger than the estimated master pressure change amount due to the pump pressure increase / decrease change. If YES, the process proceeds to step S43, and if NO, the process proceeds to step S44.

In step S43, the base pressure is obtained from the added value of the previous base pressure value and the change in master pressure due to the driver's operation, and the process proceeds to step S45. Here, the “master pressure fluctuation due to the driver's operation” can be obtained by subtracting the fluctuation due to the pump pressure increase change (or the pressure reduction change) from the master pressure fluctuation.
Base pressure = Base pressure previous value + Master pressure fluctuation due to driver's operation

In step S44, the base pressure is set to a value obtained by subtracting the maximum value of the estimated master pressure change amount from the previous base pressure value, and the process proceeds to step S45.
Base pressure = Base pressure previous value−Maximum value of estimated master pressure change amount Here, the “maximum value of estimated master pressure change amount” is the maximum decrease amount of the estimated master pressure calculated during execution of the end control. .
In step S45, the end flag is reset and this control is ended.

[Gain calculation process]
FIG. 8 is a flowchart showing the flow of gain calculation processing executed by the target pressure calculation unit 32c of the first embodiment, and each step will be described below.

  In step S51, it is determined whether an end flag is set. If YES, the process proceeds to step S52, and if NO, this control is terminated.

  In step S52, a gain for calculating the target pressure is calculated, and this control is terminated. Here, as shown in the frame of step S52 in FIG. 8, a counter that starts counting from the start of the brake assist control is set, and the higher the value of this counter, the higher the gain is set. When the counter exceeds a predetermined value, the gain is a constant value.

[Target pressure calculation processing]
FIG. 9 is a flowchart showing the flow of the target pressure calculation process executed by the target pressure calculation unit 32c of the first embodiment, and each step will be described below.

In step S61, the base pressure calculated in step S3 or step S4 is multiplied by the gain calculated in step S5 to calculate a target pressure, and the process proceeds to step S62.
Target pressure = base pressure x gain

  In step S62, the target pressure calculated in step S61 is compared with the master pressure to determine whether or not the target pressure is smaller than the master pressure. In the case of YES, this control is finished, and in the case of NO, the master pressure is set to the target pressure, and this control is finished.

Next, the operation will be described.
[Basic operation of brake assist control]
FIG. 10 is a time chart showing changes in master pressure, estimated master pressure (estimated pressure), base pressure, and target pressure when the driver depresses the brake pedal BP in the first embodiment. .

At time t1, the driver starts to depress the brake pedal BP.
At time t2, since the brake operation amount becomes constant, buildup control is started as brake assist control. In the brake assist control, in the flowchart of FIG. 3, the flow proceeds from step S 1 → step S 2 → step S 3 → step S 4 → step S 5 → step S 6, depending on the driving amount of the pump P corresponding to the target pressure. Brake fluid is removed from C and supplied to the wheel cylinder W / C. For this reason, the master pressure decreases as the target pressure increases. At this time, in the base pressure calculation process of FIG. 5, the flow proceeds from step S31 → step S32 → step S34 → step S37, and the base pressure is held constant.

At time t3, the target pressure is constant because a predetermined time has elapsed since the start of the brake assist control (the counter has exceeded a predetermined value).
At time t4, since the vehicle speed is below the low vehicle speed threshold, the brake assist execution condition is not satisfied, and in the flowchart of FIG. 4, the process proceeds from step S1 to step S2, the brake assist control is terminated, and the gate-out valve 3 is opened. As a result, the brake fluid is returned from the wheel cylinder W / C to the master cylinder M / C. Therefore, the brake pressure is returned from the wheel cylinder W / C to the master cylinder M / C, so that the master pressure gradually returns to a value corresponding to the operation of the driver.

(b) When stepping up from a certain step FIG. 11 is a time chart showing changes in master pressure, estimated master pressure, base pressure, and target pressure when the driver increases the brake pedal BP from stepping on in Example 1. It is a chart.

Since the time point t1 and the time point t2 are the same as those during the fixed stepping, the description thereof is omitted.
At time t2a, the driver increased the brake pedal BP, so the master pressure increased and the estimated master pressure increased accordingly, but the absolute value of the deviation between the base pressure and the estimated master pressure was below the base pressure fluctuation threshold Therefore, in the base pressure calculation process of FIG. 5, the flow proceeds from step S31 → step S32 → step S34 → step S37, and the base pressure is held constant.

Since the absolute value of the deviation between the base pressure and the estimated master pressure exceeds the base pressure fluctuation threshold at time t2b, the base pressure calculation process in FIG. 5 proceeds from step S31 to step S32 to step S33 to step S35. Increase the pressure by the estimated master pressure increase.
The subsequent steps are the same as those when the target pressure is gradually increased with respect to the constant base pressure, and thus the description thereof is omitted.

(c) When returning from a fixed step FIG. 12 is a time chart showing changes in master pressure, estimated master pressure, base pressure and target pressure when the driver depresses the brake pedal BP from a fixed step in Example 1. It is a chart.

Since the time point t1 and the time point t2 are the same as those during the fixed stepping, the description thereof is omitted.
At time t2c, since the driver depresses the brake pedal BP, the master pressure decreases more than when the driver depresses the brake pedal BP, and the estimated master pressure decreases accordingly, but the absolute value of the deviation between the base pressure and the estimated master pressure 5 is below the base pressure fluctuation threshold value, the base pressure calculation process in FIG. 5 proceeds from step S31 to step S32 to step S34 to step S37, and the base pressure is kept constant.

Since the absolute value of the deviation between the base pressure and the estimated master pressure exceeds the base pressure fluctuation threshold at time t2d, in the base pressure calculation process of FIG. 5, the process proceeds from step S31 → step S32 → step S33 → step S36 → step S37. The process proceeds and the end flag is set. For this reason, end control is executed in step S4 of FIG. In the end control shown in FIG. 7, the process proceeds from step S41, step S42, step S43, step S44, and step S45, and the base pressure decreases by the amount of change in the master pressure caused by the driver's operation, and matches the estimated master pressure. .
The subsequent steps are the same as those when the target pressure is gradually increased with respect to the constant base pressure, and thus the description thereof is omitted.

[About the target pressure step when reducing the target pressure]
In the hydraulic circuit of the HU 31 according to the first embodiment, when the target pressure is increased by the brake assist control, the gate-out valve 3 is closed and the gate-in valve 2 is opened, and the pump P is driven according to the target pressure. As a result, the brake fluid in the master cylinder M / C is sucked and pressurized by the pump P via the conduit 11, and the brake fluid is supplied from the conduit 12 to the wheel cylinder W / C.

  At this time, since the master pressure decreases according to the pressure increase amount of the pump P, the master pressure detected by the master cylinder pressure sensor does not become a value according to the brake operation amount of the driver, and the driver does not reach the target pressure. The brake operation cannot be reflected. Therefore, in the braking force control apparatus described in Japanese Patent Application Laid-Open No. 11-20638, the brake assist control that reflects the driver's brake operation is performed by correcting the decrease in the master pressure that is not caused by the driver's brake operation by the pump. Is going to be realized.

  However, in this prior art, in the hydraulic circuit configured to return the brake fluid of the wheel cylinder directly to the master cylinder when the target pressure is reduced by the brake assist control, the brake fluid returned from the wheel cylinder to the master cylinder is used by the driver. No consideration is given to the point at which the master pressure increases that does not result from the brake operation, and brake assist control that reflects the driver's brake operation cannot be realized.

[Target pressure step avoidance action]
In contrast, in the base pressure calculation unit 32b of the first embodiment, when the driver decreases the brake operation amount, the driver decreases the brake operation amount regardless of the change amount of the master pressure and the estimated master pressure. The base pressure is reduced at the maximum reduction rate of the estimated master pressure calculated during the operation.

  That is, in the base pressure calculation process of FIG. 5, when the absolute value of the deviation between the base pressure and the estimated master pressure exceeds the base pressure fluctuation threshold value, the process proceeds to step S31 → step S32 → step S33 → step S36 and finishes. Is started. In the end process of FIG. 7, the process proceeds from step S41 to step S42 to step S44 to step S45. In step S44, a value obtained by subtracting the maximum value of the estimated master pressure change amount from the previous base pressure value is set as the base pressure.

A specific example is shown in FIG. FIG. 13 is a time chart of the master pressure, the estimated master pressure, the base pressure, and the target pressure showing the operation of the first embodiment.
First, as a comparative example for the first embodiment, a case where the above control is not performed will be described.

  At the time ta, the driver has started to depress the brake pedal BP, so the gate-in valve 2 is closed and the gate-out valve 3 is opened, so that the master cylinder M / C and the wheel are connected via the pipeline 13. The cylinder W / C communicates with the brake fluid of the wheel cylinder W / C and returns to the master cylinder M / C. As a result, the master pressure starts to decrease, and the estimated master pressure follows.

At the time point tb, the absolute value of the deviation between the estimated master pressure and the base pressure exceeds the base pressure fluctuation threshold, so the base pressure starts to decrease.
In the section from the time point tb to the time point tc, the master pressure increases due to the brake fluid returned from the wheel cylinder W / C to the master cylinder M / C.

  At time point tc, the estimated master pressure increases due to the increase in the master pressure, and the absolute value of the deviation from the base pressure falls below the base pressure fluctuation threshold, so the base pressure is maintained even though the brake stroke is decreasing. Is done. Accordingly, the target pressure is also maintained, but since the driver continues to depress the brake pedal BP, the master pressure starts to decrease again, and the above-described reduction and maintenance of the base pressure are repeated, and the target pressure is maintained. As the pressure is stepped, the braking force varies and the pedal feeling is deteriorated.

  On the other hand, in Example 1, when the absolute value of the deviation between the estimated master pressure and the base pressure exceeds the base pressure fluctuation threshold at time tb, it is determined that the driver has decreased the brake operation amount, and the end control is performed. The base pressure is reduced at the maximum reduction rate of the estimated master pressure change amount, so that both stepping of the target pressure and deterioration of the pedal feeling can be avoided, and brake assist control that reflects the driver's brake operation is performed. Can be realized.

  Further, since the decrease in the brake operation amount is determined based on the base pressure fluctuation threshold, it is avoided that the estimated master pressure fluctuates with the pulsation of the pump P, thereby erroneously determining that the brake operation amount is decreased. be able to. That is, regardless of the pulsation of the pump P, it is possible to accurately determine a decrease in the brake operation amount.

[Brake assist return action by stepping back]
FIG. 14 is a time chart of the master pressure, the estimated master pressure, the base pressure, and the target pressure when the driver depresses the brake pedal BP during the end process in the first embodiment.
At the time point td, the driver starts depressing the brake pedal BP, so the absolute value of the deviation between the estimated master pressure and the base pressure exceeds the base pressure fluctuation threshold value, and the end control starts. At this time, in the end process of FIG. 7, the process proceeds from step S41 to step S42 to step S44 to step S45.

  At time te, the driver depresses the brake pedal BP again, so the amount of increase in the master pressure becomes larger than the estimated amount of change in the master pressure due to the pump pressure increase / decrease change, and in the end process of FIG. 7, step S41 → step S42 → Since the flow proceeds from step S43 to step S45, in step S43, the value obtained by adding the amount corresponding to the driver's brake operation out of the amount of change in the estimated master pressure to the base pressure previous value is used as the base pressure. The base pressure increases with the estimated master pressure. That is, in the first embodiment, when the driver decreases the brake operation amount and then increases the brake operation amount again, the base pressure previous value which is the previous calculation value of the base pressure and the estimated master pressure change amount The base pressure is calculated based on the amount of change according to the driver's brake operation. For this reason, when the driver re-depresses the brake pedal BP during the termination process, it is possible to smoothly return to the brake assist control.

  In addition, after the driver decreases the brake operation amount, when the master pressure change amount exceeds the estimated master pressure change amount, it is determined that the driver has increased the brake operation amount again. Re-depression can be accurately determined.

  Since the brake stroke becomes constant at time tf, the base pressure calculation process in FIG. 5 proceeds from step S31 to step S32 to step S34 to step S37, and the base pressure is held constant.

Next, the effect will be described.
In the braking force control apparatus according to the first embodiment, the following effects can be obtained.

  (1) The brake ECU 32 corrects the fluctuation of the master pressure caused by the hydraulic pressure of the wheel cylinder W / C returning to the master cylinder M / C during execution of the brake assist control, and based on the corrected value. Execute brake assist control. As a result, even when the master pressure increases not due to the driver's brake operation due to the driver's brake depressing, the brake assist control reflecting the driver's brake operation can be realized.

  (2) The brake ECU 32 estimates the change amount of the master cylinder pressure based on the pressure increase amount of the pump P, and is an estimated value of the master cylinder pressure based on the estimated change amount of the master cylinder pressure and the master pressure. Based on the estimated master pressure calculating unit 32a for calculating the estimated master pressure, the master pressure at the start of the brake assist control, and the amount of change in the estimated master pressure, the base pressure as the estimated value of the driver's brake operation amount is calculated. And a target pressure calculation unit 32c that calculates a target pressure of the wheel cylinder pressure based on the base pressure. Thus, when the hydraulic pressure of the wheel cylinder W / C is returned to the master cylinder M / C during the execution of the brake assist control, the estimated master pressure change amount is used for the pulsation fluctuation of the master pressure caused by the operation of the pump P. And stable brake assist control can be executed.

  (3) When the driver decreases the brake operation amount, the base pressure calculation unit 32b is calculated while the driver is decreasing the brake operation amount regardless of the change amount of the master pressure and the estimated master pressure. Reduce the base pressure at the maximum reduction rate of the estimated master pressure. As a result, even if the master pressure increase not caused by the driver's brake operation occurs due to the driver's brake stepping back, both the stepping of the target pressure and the deterioration of the pedal feeling can be avoided. The brake assist control reflecting the brake operation of the person can be realized.

  (4) When the deviation between the base pressure and the estimated master pressure is equal to or greater than a preset base pressure fluctuation threshold, the base pressure calculation unit 32b determines that the driver has decreased the brake operation amount. Regardless of this, it is possible to accurately determine the decrease in the brake operation amount.

  (5) When the driver decreases the brake operation amount and then increases the brake operation amount again, the base pressure calculation unit 32b calculates the base pressure previous value that is the previous calculation value of the base pressure and the estimated master pressure. Based on the change amount corresponding to the driver's brake operation, the base pressure is calculated. As a result, when the driver depresses the brake pedal BP again during the termination process, it is possible to smoothly return to the brake assist control.

  (6) The base pressure calculation unit 32b determines that the driver increases the brake operation amount again when the change amount of the master pressure exceeds the change amount of the estimated master pressure after the driver decreases the brake operation amount. Therefore, it is possible to accurately determine the re-depression of the brake pedal BP.

  (7) Since the target pressure calculation unit 32c selects the target pressure by selecting high of the target pressure calculated based on the base pressure and the master pressure, the base pressure is a value corresponding to the actual master pressure due to sensor noise or the like. Even when it deviates from the above, it is possible to avoid the occurrence of a problem that the target pressure is equal to or lower than the master pressure.

  (8) When the base pressure is constant, the target pressure calculation unit 32c performs build-up that gradually increases the target pressure with respect to the base pressure as time elapses, so that the build-up characteristic of the brake pad is simulated by braking force control. be able to.

(Other examples)
Although the best mode for carrying out the present invention has been described with reference to the first embodiment based on the drawings, the specific configuration of the present invention is not limited to that shown in the first embodiment. Any design changes that do not change the gist of the present invention are included in the present invention.

For example, the configuration of the hydraulic circuit is not limited to the configuration of the first embodiment shown in FIG. For example, FIG. 15 is a circuit configuration diagram illustrating an example of a hydraulic unit.
In the hydraulic unit 43 shown in FIG. 15, reservoirs 20P and 20S (hereinafter referred to as a reservoir 20) are provided in place of the reservoir 16 with respect to the configuration of the HU 31 of the first embodiment shown in FIG. The difference is that the check valve 8 is abolished.

  The reservoir 20 is connected to the pipe line 15 to receive the brake fluid from the master cylinder M / C side, the reservoir 20 is connected to the pipe line 14 to receive the brake fluid released from the wheel cylinder W / C, and the pump P A reservoir hole 20b for supplying brake fluid is provided on the suction side, and these communicate with the reservoir chamber 20c. A ball valve 20d is disposed inside the reservoir hole 20a. The ball valve 20d is provided with a rod 20f having a predetermined stroke for moving the ball valve 20d up and down separately from the ball valve 20d.

  Also, in the reservoir chamber 20c, there are a piston 20g interlocking with the rod 20f, and a spring 20h that generates a force for pressing the piston 20g toward the ball valve 20d to push out the brake fluid in the reservoir chamber 20c. Is provided.

  In the reservoir 20 configured in this manner, when a predetermined amount of brake fluid is stored, the ball valve 20d is seated on the valve seat 20e so that the brake fluid does not flow into the reservoir 20. Therefore, more brake fluid than the suction capacity of the pump P does not flow into the reservoir chamber 20c, and no high pressure is applied to the suction side of the pump P.

  In the normal control in which the pump P is not driven in the hydraulic unit 43, the ball valve 20d of the reservoir 20 is seated on the valve seat 20e due to the master cylinder pressure, so that the brake fluid is not stored in the reservoir 20 but to the wheel cylinder W / C. Supplied with.

In the hydraulic unit 43, when brake assist (build-up) control as shown in the first embodiment is performed, when the wheel cylinder pressure is increased, the gate P is closed and the pump P is driven. The brake fluid in the master cylinder M / C is sucked up by the pump P and supplied from the conduit 12 to the wheel cylinder W / C. On the other hand, when the wheel cylinder pressure is reduced, the brake fluid is transferred from the wheel cylinder W / C to the master cylinder M / C via the pipe line 13 by stopping the pump P and opening the gate-out valve 3. Is returned.
Therefore, also in the hydraulic unit 43 as shown in FIG. 15, the same effects as those in the first embodiment can be obtained by executing the brake assist control as in the first embodiment.

1 is a system configuration diagram of a vehicle to which a braking force control device according to a first embodiment is applied. FIG. 3 is a hydraulic circuit diagram of the HU 31 according to the first embodiment. It is a buildup control block diagram of brake ECU32. 3 is a flowchart showing a flow of a brake assist control process executed by the brake ECU 32 of the first embodiment. It is a flowchart which shows the flow of the base pressure calculation process performed by the estimation master pressure calculating part 32a and the base pressure calculating part 32b of Example 1. FIG. It is a setting map of the master pressure change amount with respect to the pump pressure increase amount. It is a flowchart which shows the flow of the completion | finish process performed in the base pressure calculating part 32b of Example 1. FIG. It is a flowchart which shows the flow of the gain calculation process performed in the target pressure calculating part 32c of Example 1. FIG. It is a flowchart which shows the flow of the target pressure calculation process performed in the target pressure calculating part 32c of Example 1. FIG. 4 is a time chart showing changes in master pressure, estimated master pressure, base pressure, and target pressure when the driver depresses a brake pedal BP in Example 1. 6 is a time chart showing changes in master pressure, estimated master pressure, base pressure, and target pressure when the driver increases the brake pedal BP from a certain step in the first embodiment. 6 is a time chart showing changes in master pressure, estimated master pressure, base pressure, and target pressure when the driver depresses the brake pedal BP from a predetermined step in the first embodiment. 3 is a time chart of a master pressure, an estimated master pressure, a base pressure, and a target pressure showing the operation of the first embodiment. 4 is a time chart of master pressure, estimated master pressure, base pressure, and target pressure when the driver depresses the brake pedal BP during the end process in the first embodiment. It is a hydraulic-circuit figure of the hydraulic unit of another Example.

Explanation of symbols

AP accelerator pedal
BP brake pedal
P pump
M / C master cylinder
W / C Wheel cylinder 2 Gate-in valve 3 Gate-out valve 4 Solenoid-in valve 5 Solenoid-out valve 6-10 Check valve 11-18 Pipe line 31 Hydraulic unit 32 Brake controller (brake assist control means)
32a Estimated master pressure calculation unit (estimated master pressure calculation means)
32b Base pressure calculation unit (base pressure calculation means)
32c Target pressure calculation part (Target pressure calculation means)
32d Drive control unit 33 Yaw rate / lateral G sensor 34 Wheel speed sensor 37 Engine 38 Automatic transmission 39 Steering angle sensor 41 Electric booster 42 Master cylinder pressure sensor

Claims (7)

A hydraulic pressure sensor that generates an output signal corresponding to the master cylinder pressure;
A pump for sucking in brake fluid of the master cylinder from a hydraulic pressure passage communicating the master cylinder and the wheel cylinder;
Brake assist control means for executing brake assist control for supplying the discharge pressure of the pump to the wheel cylinder and returning brake fluid of the wheel cylinder from the hydraulic pressure passage to the master cylinder in response to the output signal;
In a braking force control device having
Estimated master pressure calculating means for calculating an estimated master pressure that is an estimated value of the master cylinder pressure from the output signal and the pressure increase amount of the pump;
Base pressure calculation means for calculating a base pressure as an estimated value of the brake operation amount of the driver based on the output signal at the start of the brake assist control and the amount of change in the estimated master pressure;
Target pressure calculating means for calculating a target pressure of the wheel cylinder pressure based on the base pressure;
A braking force control device comprising: In the braking force control device according to claim 1,
The base pressure calculation means is calculated while the driver is decreasing the brake operation amount regardless of the change amount of the output signal and the estimated master pressure when the driver decreases the brake operation amount. A braking force control device that reduces the base pressure at a maximum reduction rate of the estimated master pressure. The braking force control apparatus according to claim 2,
The base pressure calculating means determines that the driver has decreased the brake operation amount when the deviation between the base pressure and the estimated master pressure is equal to or greater than a preset base pressure fluctuation threshold. Control device. In the braking force control device according to claim 2 or 3,
When the driver decreases the brake operation amount and then increases the brake operation amount again, the base pressure calculation means changes the base pressure previous value that is the previous calculation value of the base pressure and the change in the estimated master pressure. A braking force control device characterized in that the base pressure is calculated based on a change amount corresponding to a driver's brake operation among the amount. In the braking force control device according to claim 4,
The base pressure calculation means determines that the driver has increased the brake operation amount again if the change amount of the output signal exceeds the change amount of the estimated master pressure after the driver has decreased the brake operation amount. A braking force control device. The braking force control apparatus according to any one of claims 1 to 5,
The target pressure calculating means selects a target pressure by selecting high of the target pressure calculated based on the base pressure and the output signal. The braking force control apparatus according to any one of claims 1 to 6,
When the base pressure is constant, the target pressure calculation means performs a buildup that gradually increases the target pressure with respect to the base pressure as time elapses.

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