JP5827205B2 - Control device for fluid pressure assist vehicle - Google Patents

Description

  The present invention relates to a control device for a fluid pressure assist vehicle.

  Conventionally, as in the technique described in Patent Document 1, a hydraulic pump / motor and an accumulator connected to an engine mounted on a vehicle are provided, and the hydraulic pump / motor operates as a pump driven by the engine when the vehicle is decelerated. The fluid pressure is accumulated in the accumulator to regenerate deceleration energy, while the vehicle is starting or accelerating, the fluid pressure pump / motor is operated as a motor to assist the engine drive with the fluid pressure accumulated in the accumulator. Vehicles equipped with an assist mechanism are well known.

Japanese Patent No. 3183004

  In the technique described in Patent Document 1, for example, the deceleration regeneration torque by the fluid pressure assist mechanism requested by the driver is calculated from the brake hydraulic pressure, the vehicle speed, etc., and as shown in FIG. In addition to the torque, the fluid pressure assist mechanism is operated via the electromagnetic switching valve so that the calculated deceleration regeneration torque is output, and the traveling of the vehicle is decelerated.

  However, if an abnormality occurs, such as the electromagnetic switching valve of the fluid pressure supply circuit sticking in the fluid pressure assist mechanism, the desired deceleration regeneration torque cannot be output, and the vehicle is only decelerated by the driver's braking operation. As a result, there is a disadvantage that gives the driver a sense of incongruity.

  Accordingly, an object of the present invention is to eliminate the above-mentioned inconveniences, and to provide a fluid pressure assist mechanism that outputs a deceleration regeneration torque requested by the driver during deceleration, and to feel uncomfortable for the driver when an abnormality occurs in the fluid pressure assist mechanism. It is an object of the present invention to provide a control device for a fluid pressure assisted vehicle that does not give the pressure.

  In order to achieve the above object, according to a first aspect of the present invention, an engine mounted on a vehicle, a brake that can be operated by a driver, and a brake operation that operates the brake independently of a driver's operation Means, a fluid pressure pump / motor coupled to the engine and disposed in a fluid pressure supply circuit, an accumulator connected to the fluid pressure pump / motor in the fluid pressure supply circuit, and the fluid pressure supply circuit And an electromagnetic switching valve for switching the operation of the fluid pressure pump / motor between the pump and the motor when energized. When the vehicle is decelerated, the fluid pressure pump / motor is switched via the electromagnetic switching valve. While operating the motor as a pump driven by the engine and discharging the fluid pressure and accumulating pressure in the accumulator, the regeneration energy is regenerated, A fluid pressure assist mechanism that operates the fluid pressure pump / motor as a motor via the electromagnetic switching valve when starting or accelerating the vehicle, and assists driving of the engine with the fluid pressure accumulated in the accumulator; In the control apparatus for a fluid pressure assist vehicle, when the brake is operated by a driver, at least a driving state detecting means for detecting a hydraulic pressure of the brake and a traveling speed of the vehicle, and the detected hydraulic pressure of the brake And a deceleration request torque calculating means for calculating a deceleration regeneration torque by the fluid pressure assist mechanism requested by a driver based on the traveling speed of the vehicle, and the electromagnetic switching so that the calculated deceleration regeneration torque is output. Fluid pressure assist mechanism operating means for operating the fluid pressure assist mechanism via a valve; and the calculated deceleration Comparing means for calculating a predicted travel speed after deceleration of the vehicle based on the raw torque and the detected hydraulic pressure of the brake, and comparing the detected travel speed with the calculated predicted travel speed. In addition, the fluid pressure assist mechanism operating means detects whether or not an abnormality has occurred in the fluid pressure assist mechanism based on the comparison result by the comparison means, and when it is detected that the abnormality has occurred, The operation of the pressure assist mechanism is changed.

  In the control apparatus for the fluid pressure assist vehicle according to claim 2, the fluid pressure assist mechanism operating means may calculate the calculated deceleration regeneration when the detected traveling speed exceeds the calculated predicted traveling speed. While detecting that an abnormality in which torque is not output has occurred, the operation of the fluid pressure assist mechanism is stopped, and the brake operation means is operated to replace the deceleration regeneration operation of the fluid pressure assist mechanism.

  In the control apparatus for the fluid pressure assist vehicle according to claim 3, the fluid pressure assist mechanism operating means may calculate the deceleration regeneration when the detected traveling speed is less than the calculated predicted traveling speed. It is configured that the operation of the fluid pressure assist mechanism is continued until it is detected that an abnormality has occurred in which a torque exceeding the torque is output and the vehicle stops traveling.

  The fluid pressure assist vehicle control device according to claim 4 includes a sensor capable of detecting an abnormality of the fluid pressure assist mechanism, and the fluid pressure assist mechanism operation means includes the comparison result by the comparison means and the comparison result. The operation of the fluid pressure assist mechanism is changed based on the detection result by the sensor.

  In the control apparatus for the fluid pressure assist vehicle according to claim 1, when the brake is operated by the driver, at least the brake fluid pressure and the vehicle traveling speed are detected, and the detected brake fluid pressure and the vehicle are detected. Based on the travel speed, the deceleration regeneration torque by the fluid pressure assist mechanism requested by the driver is calculated, and the fluid pressure assist mechanism is operated via the electromagnetic switching valve so that the calculated deceleration regeneration torque is output. Calculates the predicted travel speed after deceleration of the vehicle based on the calculated deceleration regeneration torque and the detected brake hydraulic pressure, and fluid pressure assist based on the comparison result of the detected travel speed and the calculated predicted travel speed Since the operation of the mechanism is changed, it is possible to prevent the driver from feeling uncomfortable when an abnormality occurs in the fluid pressure assist mechanism.

  In the control apparatus for the fluid pressure assist vehicle according to claim 2, when the detected traveling speed exceeds the calculated predicted traveling speed, it is detected that an abnormality has occurred in which the calculated deceleration regeneration torque is not output, When it is detected that such an abnormality has occurred, the operation of the fluid pressure assist mechanism is stopped and the brake operation means is operated to replace the deceleration regeneration operation of the fluid pressure assist mechanism. When an abnormality occurs in the pressure assist mechanism, the brake operation means is operated to substitute for the deceleration regeneration operation of the fluid pressure assist mechanism, so that the driver can be made more uncomfortable.

  In the control apparatus for the fluid pressure assist vehicle according to claim 3, when the detected traveling speed is less than the calculated predicted traveling speed, the abnormality detecting means outputs a torque exceeding the calculated deceleration regeneration torque. In addition to the above-described effects, the fluid pressure assist mechanism is configured to continue the operation of the fluid pressure assist mechanism until it is detected that an abnormality has occurred and when the vehicle has stopped traveling. Since the abnormality that occurred in is an abnormality in which the output deceleration regeneration torque is excessive, by continuing the operation of the fluid pressure assist mechanism until the vehicle stops, it does not hinder the running of the vehicle, The occurrence of further abnormalities can be prevented.

  The control apparatus for a fluid pressure assist vehicle according to claim 4 includes a sensor capable of detecting an abnormality of the fluid pressure assist mechanism, and based on the comparison result by the comparison means and the detection result by the sensor. Therefore, in addition to the effects described above, it is possible to accurately detect an abnormality in the fluid pressure assist mechanism.

1 is a schematic diagram showing an overall control apparatus for a fluid pressure assist vehicle according to an embodiment of the present invention. It is a hydraulic circuit diagram which shows operation | movement of HAS (fluid pressure assist mechanism) in the apparatus shown in FIG. It is a flowchart which shows operation | movement of the apparatus shown in FIG. FIG. 3 is an explanatory diagram showing a change of the map (characteristic) of the mechanical brake torque used in the processing of the flow chart of FIG. 3 is an explanatory diagram showing a process when an abnormality occurs in which the calculated deceleration regeneration torque is not output in the process of the flow chart in FIG. 3 is a time chart showing an operation in the case where an abnormality occurs in which the deceleration regeneration torque calculated by the processing of the flow chart in FIG. 3 occurs. 3 is a time chart showing an operation when an abnormality occurs in which the deceleration regeneration torque output by the processing of the flow chart in FIG. 3 is excessive. It is explanatory drawing which shows the characteristic of the deceleration regeneration torque by the technique etc. of patent document 1. FIG.

  DESCRIPTION OF EXEMPLARY EMBODIMENTS Hereinafter, an embodiment for implementing a control device for a fluid pressure assist vehicle according to the invention will be described with reference to the accompanying drawings.

  FIG. 1 is a schematic diagram generally showing a control device for a fluid pressure assist vehicle according to an embodiment of the present invention, and FIG. 2 is a hydraulic circuit showing the operation of a HAS (fluid pressure assist mechanism) in the device shown in FIG. FIG.

  In FIG. 1, reference numeral 10 indicates an engine. The engine 10 is composed of an internal combustion engine that uses spark-ignition gasoline having four cylinders, and is mounted on a vehicle 14 that includes left and right drive wheels (front wheels; only one of left and right is shown) 12. The vehicle 14 is partially indicated by the engine 10 and the drive wheels 12.

  The throttle valve 16 disposed in the intake system of the engine 10 is mechanically disconnected from the accelerator pedal 20 disposed on the vehicle driver's seat floor, and a DBW (Drive By Wire) mechanism 22 comprising an actuator such as an electric motor. And is opened and closed by the DBW mechanism 22.

  The intake air metered by the throttle valve 16 flows through the intake manifold 24 and mixes with fuel injected from an injector (not shown) near the intake port of each cylinder to form an air-fuel mixture. When the valve is opened, it flows into the combustion chamber (not shown) of the cylinder. The air-fuel mixture is ignited and combusted in the combustion chamber, and after driving the piston to rotate the crankshaft 10a, it is discharged to the outside of the engine 10 as exhaust.

  The rotation of the crankshaft 10 a is input to a continuously variable transmission (hereinafter referred to as “CVT”) 30 via a torque converter 26. Although not shown, the CVT 30 is a drive pulley disposed on a main shaft (transmission input shaft) connected to the torque converter 26 and a driven pulley disposed on a counter shaft (transmission output shaft) parallel to the main shaft MS. It consists of a pulley and an endless flexible member such as a metal belt stretched between them.

  The rotation of the countershaft CS is transmitted to the differential 32 through a gear fixed to the secondary shaft, and from there to the left and right drive wheels 12. A disc brake (brake) 34 is disposed in the vicinity of the driving wheel (front wheel) 12 and the driven wheel (rear wheel, not shown). The disc brake 34 includes a caliper 34a in which a brake pad is incorporated, and a disc rotor 34b that brakes in contact with the caliper 34a.

  A brake pedal 36 is disposed on the vehicle driver's seat floor. The brake pedal 36 is connected to the disc brake 34 via a master back 40 and a master cylinder 42. The master cylinder 42 includes a reservoir 42a that stores brake fluid, and a piston (not shown) that is slidable in an oil chamber filled with the brake fluid stored in the reservoir 42a. When the driver depresses the brake pedal 36, the depressing force is increased by the master back 40 and transmitted to the master cylinder 42.

  The piston of the master cylinder 42 strokes for a distance corresponding to the increased stepping force. The brake fluid pressure (brake fluid pressure) generated by the stroke of the piston is sent to the disc brake 34 of the drive wheel 12 via the conduit 42b, and the disc brake 34 is operated to brake (decelerate) the vehicle 14.

  Further, in addition to a brake mechanism (which can be operated by the driver) including a brake pedal 36, a master back 40, and a master cylinder 42, the disc brake 34 is also connected to a BBW (Brake By Wire) mechanism 44. When the brake fluid pressure is sent through 44a, it operates to brake the vehicle 14.

  A HAS (Hydraulic Assist System) 50 is connected to the engine 10.

  The HAS 50 is interposed in the fluid pressure supply circuit 52, the fluid pressure pump / motor 54 disposed in the fluid pressure supply circuit 52, the accumulator 56 connected to the fluid pressure pump / motor 54 in the fluid pressure supply circuit 52, and the fluid pressure supply circuit 52. , An electromagnetic switching valve 60 for switching the operation of the fluid pressure pump / motor 54 between the pump and the motor when energized, and an electromagnetic clutch 62 are provided. The fluid pressure pump / motor 54 is a circumscribed gear pump. Hereinafter, the fluid pressure pump / motor 54 is simply referred to as a “pump” 54.

  Since the lubricating oil (engine oil, hydraulic oil) of the engine 10 is used as the working fluid, the HAS 50 is attached to the lower part in the gravity direction of the cylinder block (not shown) of the engine 10 and stores an oil pan. Housed inside.

  In addition to the pump 54, a second hydraulic pump is disposed in the fluid pressure supply circuit 52. The second hydraulic pump is driven by the engine 10 to pump up the lubricating oil from the oil pan and supply it to each part of the engine 10 as well as the fluid pressure of the CVT 30. Another hydraulic pump is arranged in the supply circuit. Similarly, it is driven by the engine 10 and pumps hydraulic oil (ATF) from the reservoir and supplies it to the torque converter 26 and the CVT 30. These hydraulic pumps are directly connected to this embodiment. The illustration is omitted because it is not related.

  A first sprocket 54a is fixed to the crankshaft 10a of the engine 10, a second sprocket 54c is fixed to the output shaft 54b of the pump 54, and a chain 54d is formed between the first and second sprockets 54a and 54c. It is handed over. Thus, the pump 54 is connected to the engine 10 via the first and second sprockets 54a and 54c and the chain 54d, and is further connected to the drive wheel 12 via the engine 10. The rotation ratio between the first sprocket 54a and the second sprocket 54c is 1: 1.3.

  The electromagnetic clutch 62 is interposed between the second sprocket 54c and the output shaft 54b of the pump 54. When the electromagnetic clutch 62 is energized from a battery (not shown), the second sprocket 54c and the output shaft 54b of the pump 54 are connected while the second sprocket 54c and the output shaft 54b of the pump 54 are energized. Disconnect the connection. The first and second sprockets 54a and 54c, the output shaft 54b of the pump 54, the electromagnetic clutch 62, and the like are disposed outside the cylinder block.

  The HAS 50 operates the fluid pressure pump / motor 54 as a pump driven by the engine 10 (or the drive wheel 12) via the electromagnetic switching valve 60 when the vehicle 14 is decelerated, and discharges hydraulic pressure (fluid pressure) to accumulator 56. When the vehicle 14 is starting or accelerating, the fluid pressure pump / motor 54 is operated as a motor via the electromagnetic switching valve 60, and the engine 10 is operated with the fluid pressure accumulated in the accumulator 56. It is comprised so that the drive (rotation) may be assisted.

  The accumulator 56 has a cylinder shape as is well known with nitrogen gas sealed therein. The HAS 50 includes a plurality of accumulators 56 in order to increase the pressure accumulation capacity as much as possible.

  As schematically shown in FIG. 2A, the electromagnetic switching valve 60 includes a spool 60a that is slidably accommodated inside a valve body (not shown). The spool 60a is brought into contact with the plunger 60b11 of the electromagnetic solenoid 60b1 at one end and is urged toward the other end by the spring 60c1. Further, the other end of the spool 60a is brought into contact with the plunger 60b21 of the electromagnetic solenoid 60b2, and is biased toward the one end by the spring 60c2.

  In the electromagnetic switching valve 60, when the electromagnetic solenoid 60b1 or 60b2 protrudes the plunger 60b11 or 60b21 by current supply (energization or excitation) from the battery 64 or stop of current supply (deenergization or demagnetization), the spool 60a Accordingly, it is configured to advance and retreat between one end side and the other end side.

  Referring to FIG. 2, the electromagnetic switching valve 60 is driven when the pump 54 is operated as a motor (when starting or accelerating. FIG. 2B), and when regenerating when operating as a pump (when decelerating. In order to move the spool 60a so that the necessary hydraulic fluid flow path is established in accordance with the figure (c)) and the neutral position between them (when the pump 54 and the accumulator 56 are not connected, the figure (a)). Energization of the electromagnetic solenoids 60b1 and 60b2 is controlled.

  Hereinafter, in detail, in the fluid pressure supply circuit 52, the spool 60a of the electromagnetic switching valve 60 has first, second, third, fourth, fifth and sixth ports 60a1, 60a2, 60a3, 60a4, 60a5. It has a land shape in which six ports of 60a6 are formed.

  The fifth and sixth ports 60a5 and 60a6 are always connected regardless of the position of the spool 60a, while the connection from the first port 60a1 to the fourth port 60a4 is switched according to the position of the spool 60a.

  The first port 60a1 is connected to a reservoir (oil pan) 52b via an oil passage 52a as shown in FIGS. 2 (a), 2 (b) and 2 (c), while the second port 60a2 is shown in FIG. 2 (b). In this way, it is connected to the accumulator 56 through a source pressure restricting portion 52c that appropriately adjusts the discharge pressure of the pump 54, and is connected to the input (inlet) side of the pump 54 through the oil passage 52d.

  As shown in FIG. 2C, the third port 60a3 is connected to the accumulator 56 on the one hand, and is connected to the output side of the pump 54 via the check valve 52e and the oil passage 52f on the other hand. The fourth port 60a4 is connected to the input side of the pump 54 via the oil passages 52g and 52d.

  The fifth port 60a5 is connected to the output side of the pump 54 via the oil passage 52h. The sixth port is connected to the engine (E) 10 via an oil passage 52i, more specifically to a portion requiring lubrication such as a piston and a connecting rod, and further via an oil passage 52j (specifically, inside the cylinder block). Is dropped along a connecting rod or the like) and connected to the reservoir 52b.

  As shown in FIG. 2C, a relief pressure restricting section 52k is formed between the fifth and sixth ports 60a5 and 60a6 to relieve the discharge pressure of the pump 54 when it is excessive.

  When the vehicle 14 travels in a low engine load state, the neutral time shown in FIG. 2A is set, and energization of the electromagnetic solenoids 60b1 and 60b2 is stopped.

  In the neutral state, the first and second ports 60a1 and 60a2 are connected, and the connection between the pump 54 and the accumulator 56 through the second port 60a2 (or the third port 60a3) is cut off. It operates as a normal hydraulic pump driven by the engine 10 (or drive wheel 12).

  That is, the pump 54 is driven by the engine 10 or the like to pump hydraulic oil (lubricating oil) from the reservoir 52b through the oil passages 52a and 52d and discharge it to the oil passage 52h. The discharged hydraulic oil (hydraulic pressure) is supplied to the portion requiring lubrication of the engine 10 through the oil passage 52i, and returns to the reservoir 52b through the oil passage 52j.

  On the other hand, when the vehicle 14 decelerates, the regeneration is shown in FIG. 2C, the electromagnetic solenoid 60b1 shown in FIG. 2A is energized, and the spool 60b is driven to the other side (right side in FIG. 2). .

  During regeneration, the first and second ports 60a1 and 60a2 are connected as in the neutral state, and the pump 54 operates as a normal hydraulic pump driven by the engine 10 (or drive wheel 12), and from the reservoir 52b. The hydraulic oil is pumped up through the oil passages 52a and 52d and discharged to the oil passage 52h.

  The discharged hydraulic oil is supplied to the lubrication required portion of the engine 10 and then returned to the reservoir 52b. At this time, since the pump 54 and the accumulator 56 are connected via the third port 60a3, the hydraulic fluid (hydraulic pressure) discharged to the oil passage 52h passes through the oil passage 52f while pushing up the check valve 52e. Is supplied to the accumulator 56, where it is accumulated (deceleration energy is regenerated).

  Further, when the vehicle 14 starts or accelerates, the driving shown in FIG. 2B is performed, the electromagnetic solenoid 60b2 shown in FIG. 2A is energized, and the spool 60b is driven in one direction (leftward in FIG. 2). Is done. During driving, the first and second ports 60a1 and 60a2 are disconnected, and the second port 60a2 is connected to the accumulator 56. The third and fourth ports 60a3 and 60a4 are connected.

  As a result, the hydraulic oil (hydraulic pressure) accumulated in the accumulator 56 is supplied to the pump 54 via the oil passage 52d, and the pump 54 is rotated. The hydraulic fluid (hydraulic pressure) output from the pump 54 is supplied to the engine 10 and the reservoir 52b through the oil passage 52h, while being supplied through the oil passage 52f, the check valve 52e, and the third and fourth ports 60a3 and 60a4. Returned to pump 54.

  Returning to the description of FIG. 1, the pump 54 is operated as a hydraulic motor during driving as described above. The rotation of the pump 54 is transmitted from the output shaft 54b to the crankshaft 10a of the engine 10 through the electromagnetic clutch 62, the first and second sprockets 54a and 54c, and the chain 54d, and the engine 10 (and possibly the drive wheels 12). Assists driving (rotation).

  A crank angle sensor 70 is provided at an appropriate position such as near the cam shaft (not shown) of the engine 10 and outputs a signal indicating the engine speed NE for each predetermined crank angle position of the piston. In the intake system, an absolute pressure sensor 72 is provided at an appropriate position downstream of the throttle valve 16 and outputs a signal proportional to the intake pipe absolute pressure (engine load) PBA.

  The actuator of the DBW mechanism 22 is provided with a throttle opening sensor 74 and outputs a signal proportional to the opening TH of the throttle valve 16 through the rotation amount of the actuator.

  The output of the crank angle sensor 70 and the like described above is sent to the engine controller 80. The engine controller 80 includes an ECU (Electric Control Unit) including a microcomputer including a CPU, ROM, RAM, I / O, and the like.

  An accelerator opening sensor 82 is provided near the accelerator pedal 20 and outputs a signal proportional to the accelerator opening AP corresponding to the driver's accelerator pedal operation amount. A brake switch (BKSW) 84 is provided in the vicinity of the brake pedal 36 and outputs a signal indicating the driver's brake pedal operation.

  A pressure sensor 86 is disposed in the conduit 42b of the master cylinder 42, and indicates a fluid pressure (brake fluid pressure) generated in response to the driver's operation of the brake pedal 36, in other words, a pressure substantially corresponding to the brake pedaling force. Produces output. A first rotation speed sensor 90 is disposed on a drive shaft (not shown) in the vicinity of the drive wheel 12 and outputs a signal indicating the vehicle speed (the traveling speed of the vehicle 14) through the rotation of the drive wheel 12.

  A second rotation speed sensor 92 is disposed in the vicinity of the output shaft 54b of the pump 54, and generates an output indicating the rotation speed (HAS rotation speed) of the pump 54. In the fluid pressure supply circuit 52, first, second, and third pressure sensors 94, 96, 100 are arranged on the input side and output side of the pump 54 and in the vicinity of the accumulator 56, and the hydraulic pressure in the oil passages 52d, 52h An output corresponding to the hydraulic pressure (ACM pressure) accumulated in the accumulator 56 is generated.

  In the fluid pressure supply circuit 52, a temperature sensor 102 is disposed in the reservoir 52b and outputs a signal corresponding to the oil temperature (HAS oil temperature). The electromagnetic clutch 62 is provided with a contact switch 104, which outputs an ON signal when the electromagnetic clutch 62 is engaged (connected).

  The output of the accelerator opening sensor 82 and the like described above is sent to the HAS controller 110. The HAS controller 110 is also composed of an ECU (Electric Control Unit) including a microcomputer composed of a CPU, ROM, RAM, I / O, and the like.

  Further, a CVT controller 120 is provided for controlling the operation of the torque converter 26 and the CVT 30. Similarly to the engine controller 80 and the HAS controller 110, the CVT controller 120 is also composed of an ECU. The engine controller 80, the HAS controller 110, and the CVT controller 120 are connected to each other through a bus 122 so that they can communicate with each other.

  The CVT controller 120 is supplied with the output of a rotational speed sensor (both not shown) that generates outputs indicating the input rotational speed NDR, the output rotational speed NDN, etc. of the CVT 30. The CVT controller 120 controls the operation of the CVT 30 and the torque converter 26 based on the output of these sensors and the vehicle speed, accelerator opening, etc. obtained by communicating with the HAS controller 110 through the bus 122.

  Similarly, the engine controller 80 controls operations such as fuel injection and ignition timing of the engine 10 based on the input sensor output or the output obtained from another controller obtained through the bus 122, and the operation of the DBW mechanism 22. To control. A BBW controller (not shown) is also provided to control the operation of the BBW mechanism 44.

  The HAS controller 110 also controls the operation of the HAS 50 based on the similarly input sensor output or the output obtained from another controller obtained through the bus 122.

  The control of the operation of the HAS 50 will be described with reference to FIG. 2 again. When the HAS controller 110 determines that the vehicle 14 is in a steady running state, the HAS controller 110 determines that it is neutral and the spool 60a is in FIG. The energization to the electromagnetic solenoids 60b1 and 60b2 of the electromagnetic switching valve 60 is stopped so as to form the flow path shown.

  The HAS controller 110 determines that the vehicle 14 is in a driving state when the vehicle 14 is determined to be in a start or acceleration state from the output of the accelerator opening sensor 82 or the like, and forms the flow path shown in FIG. When it is determined from the output of the brake switch 84 or the like that the vehicle 14 is in a decelerating state, it is determined that the vehicle is being regenerated, and the electromagnetic solenoids 60b1 and 60b2 are energized so as to form the flow path shown in FIG. Control.

  FIG. 3 is a flowchart showing the processing (operation of the apparatus according to this embodiment) of the HAS controller 110 therein.

  Explained below, it is detected in S10 that the vehicle 14 is decelerating, and the process proceeds to S12, in which it is determined whether or not a deceleration regeneration torque is requested by the driver.

  When the result in S12 is negative, the subsequent processing is skipped, while when the driver operates the disc brake 34, if the vehicle 14 is detected to be decelerating in S10, the result is affirmed and the process proceeds to S14. Then, the electromagnetic clutch 62 is engaged, and the process proceeds to S16, in which the electromagnetic solenoid 60b1 or 60b2 of the electromagnetic switching valve 60 is energized for operation.

  Next, the process proceeds to S18 and waits for the elapse of an operation delay time that is appropriately set in consideration of the response delay of the fluid pressure (hydraulic pressure) of the fluid pressure supply circuit 52.

  Next, in S20, based on the calculated deceleration regeneration torque (more specifically, the deceleration regeneration torque obtained from the hydraulic pressure accumulated in the accumulator 56 at that time) and the detected brake fluid pressure (in other words, the brake depression force). Then, the predicted vehicle speed after deceleration of the vehicle 14 is calculated, and the calculated predicted vehicle speed is compared with the detected vehicle speed. In comparison, an error is taken into consideration, and α (for example, 2 km / h) is added to the calculated predicted vehicle speed.

  When it is determined that the vehicle speed detected in S20 exceeds the calculated predicted vehicle speed + α, the determination in S20 is affirmed and the process proceeds to S22, where it is determined that an abnormality has occurred in which the deceleration regeneration torque calculated in HAS50 is not output (detection). )

  That is, if the detected vehicle speed exceeds the calculated predicted vehicle speed, the vehicle 14 is not decelerating as expected, and the deceleration regeneration torque calculated in the HAS 50 is not output. For example, the electromagnetic clutch 62 is sufficiently engaged. This is because it can be determined (detected) that an abnormality has occurred such as the spool 60a of the electromagnetic switching valve 60 being stuck.

  Accordingly, in S22, the operation of the HAS 50 is stopped and the mechanical brake torque is increased. Specifically, as shown in FIG. 4, since the deceleration regeneration torque by the HAS 50 is not output, instead of this, the BBW mechanism 44 is operated based on the detected brake pedal force and added to the brake torque of the disc brake 34. Increase mechanical brake torque. More specifically, as shown in FIG. 5, the BBW mechanism 44 is operated to replace the deceleration regeneration operation of the HAS 50.

  At the same time, the hydraulic pressure accumulated in the accumulator 56 is detected from an output of an appropriate sensor, for example, the third pressure sensor 100, or whether the electromagnetic clutch 62 is engaged (connected) from the output of the contact switch 104 is detected. Then, it is confirmed whether or not the abnormality detection of the HAS 50 is correct.

  On the other hand, when the result in S20 is negative, the program proceeds to S24, where the predicted vehicle speed is calculated based on the similarly calculated deceleration regeneration torque and the detected brake fluid pressure, and the calculated predicted vehicle speed (more precisely, the error) Then, α (2 km / h) subtracted) is compared with the detected vehicle speed.

  When it is determined that the predicted vehicle speed -α calculated in S24 exceeds the detected vehicle speed, it can be determined (detected) that an abnormality has occurred in which torque exceeding the deceleration regeneration torque calculated in HAS50 has occurred. The process proceeds to S26, and the operation of the HAS 50 is continued until the traveling of the vehicle 14 is stopped. This is for the purpose of preventing the vehicle 14 from running and preventing further abnormalities.

  That is, if the detected vehicle speed is less than the calculated predicted vehicle speed (−α), the vehicle 14 is decelerating more than expected, and an abnormality in which torque exceeding the deceleration regeneration torque calculated in the HAS 50 is output, This is because it can be determined (detected) that an abnormality has occurred, for example, the spool 60a of the electromagnetic switching valve 60 is stuck.

  Further, when the vehicle 14 stops traveling, it is confirmed whether or not the abnormality detection of the HAS 50 is correct by detecting the hydraulic pressure accumulated in the accumulator 56 from the output of an appropriate sensor, for example, the third pressure sensor 100. .

  As a result, when it is confirmed that the abnormality detection of the HAS 50 is correct, the operation of the HAS 50 is stopped, the BBW mechanism 44 is operated based on the detected brake pedal force, and the brake torque of the disc brake 34 is applied. Increase torque.

  On the other hand, when it is not confirmed from the sensor output that the abnormality detection of the HAS 50 is correct, the operation of the HAS 50 is not stopped even when the vehicle 14 is resumed, and the processing after S10 is continued, and a warning light on the driver's seat, etc. Lights up.

  If the result in S24 is negative, the program proceeds to S28, where it is determined that there is no abnormality and the program is terminated.

  6 is a time chart showing an operation when an abnormality occurs in which the deceleration regeneration torque calculated by the process of FIG. 3 is not output, and FIG. 7 is the deceleration regeneration torque output by the process of FIG. It is a time chart which shows operation | movement when the abnormality which is excessive is produced. In the figure, the broken line indicates the expected value.

  In the process of S26, the operation of the HAS 50 is continued until the traveling of the vehicle 14 is stopped. However, as shown in FIG. 7, the mechanical brake torque may be changed to an abnormality handling specification.

  As described above, in this embodiment, the engine 10 mounted on the vehicle 14, the brake (disc brake) 34 provided so as to be operated by the driver, and the brake are operated independently of the operation of the driver. A brake operating means (BBW mechanism 44), a fluid pressure pump / motor 54 connected to the engine 10 and disposed in the fluid pressure supply circuit 52, and the fluid pressure pump / motor 54 in the fluid pressure supply circuit 52 And an electromagnetic switching valve 60 for switching the operation of the fluid pressure pump / motor 54 between the pump and the motor when energized through the fluid pressure supply circuit 52, and When the vehicle 14 is decelerated, the fluid pressure pump / motor 54 is operated as a pump driven by the engine 10 via the electromagnetic switching valve 60. Then, the fluid pressure is discharged and accumulated in the accumulator 56 to regenerate deceleration energy, while the vehicle 14 is started or accelerated, the fluid pressure pump / motor 54 is used as a motor via the electromagnetic switching valve 60. In a fluid pressure assist vehicle control device (HAS controller 110) having a fluid pressure assist mechanism (HAS) 50 that operates and assists driving of the engine 10 with the fluid pressure accumulated in the accumulator 56, the driver When the brake 34 is operated, at least the hydraulic pressure of the brake 34 and the driving state detecting means (the pressure sensor 86, the first rotational speed sensor 90) for detecting the traveling speed (vehicle speed) of the vehicle 14 are detected. Based on the brake hydraulic pressure and the traveling speed of the vehicle. The deceleration request torque calculating means (S12) for calculating the deceleration regeneration torque by the strike mechanism, and the fluid pressure assist mechanism (HAS) 50 via the electromagnetic switching valve 60 so that the calculated deceleration regeneration torque is output. Based on the fluid pressure assist mechanism operating means (S14, S16) to be operated, the calculated deceleration regeneration torque and the detected brake fluid pressure, the predicted traveling speed (vehicle speed) after deceleration of the vehicle is calculated, Comparing means (S20, S24) for comparing the detected traveling speed with the calculated predicted traveling speed, and the fluid pressure assist mechanism operating means is based on the comparison result by the comparing means. It detects whether or not an abnormality has occurred in the pressure assist mechanism, and changes the operation of the fluid pressure assist mechanism when it is detected that an abnormality has occurred. Since (S22, S26) is configured, when an abnormality occurs in the fluid pressure assist mechanism (HAS) 50, it is possible to prevent the driver from feeling uncomfortable.

  Further, the fluid pressure assist mechanism operating means detects that an abnormality has occurred in which the calculated deceleration regeneration torque is not output when the detected traveling speed exceeds the calculated predicted traveling speed, and the fluid pressure Since the operation of the assist mechanism (HAS) 50 is stopped and the brake operation means is operated to replace the deceleration regeneration operation of the fluid pressure assist mechanism (S22), in addition to the above effects, the fluid pressure assist mechanism When an abnormality occurs in the (HAS) 50, the brake operation means is operated to replace the deceleration regeneration operation of the fluid pressure assist mechanism, so that the driver can be made more uncomfortable.

  Further, the fluid pressure assist mechanism operating means detects that an abnormality has occurred in which a torque exceeding the calculated deceleration regeneration torque is output when the detected traveling speed is less than the calculated predicted traveling speed. Since the operation of the fluid pressure assist mechanism is continued until the vehicle 14 stops running (S26), in addition to the effects described above, an abnormality occurring in the fluid pressure assist mechanism (HAS) 50 is output. Therefore, the operation of the fluid pressure assist mechanism is continued until the vehicle 14 stops, so that the vehicle 14 is not hindered and further abnormalities are generated. Can be prevented.

  In addition, a sensor (third pressure sensor 100, contact switch 104, etc.) capable of detecting an abnormality of the fluid pressure assist mechanism is provided, and the fluid pressure assist mechanism operating means is based on the comparison result by the comparison means and the sensor. Since the operation of the fluid pressure assist mechanism is changed based on the detection result (S22, S26), in addition to the effects described above, an abnormality of the fluid pressure assist mechanism (HAS) 50 can be detected with high accuracy. .

  In the above description, the lubricating oil of the engine 10 is used as the working fluid, but it is not limited thereto. The working fluid may be anything as long as it is an incompressible fluid, and may be brake fluid, ATF, water, air, or the like.

  Moreover, although the gasoline engine which uses gasoline as a fuel is shown as an engine, it is not limited thereto, and a diesel engine which uses light oil as fuel may be used, or a hybrid vehicle including a gasoline engine (or diesel engine) and an electric motor. It may be.

  Further, although the CVT (continuously variable transmission) 30 is used as the transmission, it is not limited thereto, and a stepped transmission, a dual clutch type, or the like may be used. Furthermore, the endless flexible member of the CVT is not limited to the belt, but may be a chain. The clutch 62 may also be wet instead of electromagnetic.

  10 engines (internal combustion engines), 12 drive wheels, 14 vehicles, 16 throttle valves, 20 accelerator pedals, 22 DBW mechanisms, 26 torque converters, 30 CVT (continuously variable transmission), 34 disc brakes, 36 brake pedals, 40 master backs , 42 master cylinder, 44 BBW mechanism, 50 HAS (fluid pressure supply mechanism), 52 fluid pressure supply circuit, 52a, 52d, 52f, 52g, 52h, 52i, 52k oil passage, 52b reservoir, 54 fluid pressure pump / motor ( Pump), 56 accumulator, 60 electromagnetic switching valve, 60a spool, 60b1, 60b2 electromagnetic solenoid, 70 crank angle sensor, 72 absolute pressure sensor, 74 throttle opening sensor, 80 engine controller, 82 accelerator opening sensor, 84 brakes Pitch, 86,94,96,100 pressure sensors, 90 and 92 rotational speed sensor, 102 temperature sensor, 110 HAS controller, 120 CVT controller, 122 bus

Claims (4)

  An engine mounted on a vehicle, a brake that can be operated by a driver, a brake operation unit that operates the brake independently of a driver's operation, and a fluid pressure supply circuit that is connected to the engine. A fluid pressure pump / motor, an accumulator connected to the fluid pressure pump / motor in the fluid pressure supply circuit, and the fluid pressure pump / motor when energized through the fluid pressure supply circuit. An electromagnetic switching valve for switching operation between a pump and a motor, and when the vehicle decelerates, the fluid pressure pump / motor is operated as a pump driven by the engine via the electromagnetic switching valve to discharge fluid pressure The accumulator accumulates pressure to regenerate deceleration energy, while the vehicle is starting or accelerating when the electromagnetic switching valve is In a fluid pressure assist vehicle control device comprising: a fluid pressure assist mechanism that operates the fluid pressure pump / motor as a motor and assists driving of the engine with fluid pressure accumulated in the accumulator. When the brake is operated, at least a driving state detecting means for detecting the hydraulic pressure of the brake and the traveling speed of the vehicle, and a request from the driver based on the detected hydraulic pressure of the brake and the traveling speed of the vehicle. Deceleration request torque calculating means for calculating a deceleration regeneration torque by the fluid pressure assist mechanism, and a fluid for operating the fluid pressure assist mechanism via the electromagnetic switching valve so that the calculated deceleration regeneration torque is output. Based on the pressure assist mechanism operating means, the calculated deceleration regeneration torque and the detected brake fluid pressure Comparing means for calculating a predicted traveling speed after deceleration of the vehicle and comparing the detected traveling speed with the calculated predicted traveling speed, the fluid pressure assist mechanism operating means includes the comparing means. The fluid pressure assist mechanism detects whether or not an abnormality has occurred in the fluid pressure assist mechanism based on the comparison result of the above, and changes the operation of the fluid pressure assist mechanism when it is detected that an abnormality has occurred. Control device for pressure assist vehicle.   When the detected traveling speed exceeds the calculated predicted traveling speed, the fluid pressure assist mechanism operating means detects that an abnormality has occurred in which the calculated deceleration regeneration torque is not output, and the fluid pressure assist mechanism 2. The control device for a fluid pressure assist vehicle according to claim 1, wherein the operation is stopped and the brake operation means is operated to substitute for the deceleration regeneration operation of the fluid pressure assist mechanism. 3.   The fluid pressure assist mechanism operating means detects that an abnormality has occurred in which torque exceeding the calculated deceleration regeneration torque has occurred when the detected traveling speed is less than the calculated predicted traveling speed, and The control apparatus for a fluid pressure assist vehicle according to claim 1 or 2, wherein the operation of the fluid pressure assist mechanism is continued until the vehicle stops traveling.   A sensor capable of detecting an abnormality of the fluid pressure assist mechanism is provided, and the fluid pressure assist mechanism operation means changes the operation of the fluid pressure assist mechanism based on a comparison result by the comparison means and a detection result by the sensor. The control apparatus for a fluid pressure assist vehicle according to any one of claims 1 to 3.

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