JPH08133057A - Anti-skid control device - Google Patents

Abstract

PURPOSE: To accurately execute anti-skid control by detecting the discharge pressure of the brake liquid of a pump at the time of intensifying wheel cylinder pressure in the anti-skid control and executing the anti-skid control on the basis of the reduced velocity of a vehicle body which is computed from the detected result. CONSTITUTION: On the basis of the driving current of a motor 53 for driving a pump 10, the discharge pressure of the brake liquid of the pump 10 at the time of intensifying pressure of each of wheel cylinders 7, 8 is computed. The estimation computation of the braking force applied to each wheel from the discharge pressure of the pump is performed. An anti-skid control reference is selected from the reduced velocity of a vehicle body based on the braking force. In the case where the driving current value of the pump 10 is not more than a first predetermined value, the driving current supplied to the motor 53 of the pump 10 is reduced. In the case where the driving current value becomes larger than a second predetermined value whim is larger than the first predetermined value, a current is increased. The driving current is supplied to the motor 53 from a motor driving circuit 52, and each of solenoid values 3, 4, 5, 6 is driven by a controller ECU 50.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an anti-skid control device for controlling a braking force applied to wheels so as to ensure an optimum slip state when a vehicle is braked.

[0002]

Friction coupling between a tire and a road surface of a vehicle is important for vehicle safety. because,
This is because when the brake pedal is depressed and a braking force is applied to the vehicle, it is necessary to transmit a force corresponding to the braking force between the tires of the wheels and the road surface. In this case, the frictional coupling between the tire and the road surface depends on the slip state of the wheels, and when the slip state exceeds a predetermined level, the frictional coupling weakens and the running of the vehicle becomes unstable.

Therefore, there is already known a control device for preventing the slip state of the wheels from exceeding a predetermined level during braking (deceleration) of the vehicle. In these devices, the wheel speed and the acceleration / deceleration of the wheel rotation are detected by the wheel speed sensor, and the wheel slip and the like are calculated from the measured values together with other measured values in the electronic control device or the like. When there is a possibility that the wheel slip state exceeds a predetermined value, an anti-skid control for reducing the brake fluid pressure of the wheel cylinder corresponding to each wheel is executed by an appropriate drive device or the like.

In the control device as described above, if the road surface state that largely influences the frictional coupling state between the tire and the road surface can be estimated during the anti-skid control, more accurate anti-skid control can be executed. Becomes Therefore, for example, as described in Japanese Patent Application Laid-Open No. 4-345562, the wheel speed difference between the front and rear wheels of the vehicle is obtained, and the relationship between the wheel speed difference and the time during which the state having the wheel speed difference continues. It is proposed to estimate the road surface condition as a high friction coefficient road surface (hereinafter referred to as a high μ road) or a low friction coefficient road surface (hereinafter referred to as a low μ road). There is also known a method of mounting an acceleration sensor that detects a vehicle deceleration and estimating the road surface state based on the output of this sensor.
Then, based on the road surface state thus estimated, for example, the vehicle speed, the wheel cylinder pressure increasing timing, the pressure increasing gradient magnitude, the pressure reducing timing, the pressure reducing gradient magnitude, etc. are estimated and calculated.

A brake system capable of executing such anti-skid control includes a master cylinder connected to a brake pedal, a wheel cylinder connected to a wheel brake mechanism, and a reservoir for storing brake fluid. , And a pump that discharges the brake fluid toward the wheel cylinder during the anti-skid control are connected by pipelines. For example, JP-A-61-20
As described in Japanese Patent No. 2965, an inflow valve that is shut off during anti-skid control, a pump that pumps up and discharges brake fluid from a reservoir during this anti-skid control, and a brake fluid pressure from this pump. It has an outflow valve that controls communication with and disconnection from the wheel cylinder.

As described above, there is a brake system that sends the brake fluid pressure from the pump to the wheel cylinder when the wheel cylinder pressure is increased in the anti-skid control. In such a brake system, conventionally, the drive current supplied to the pump has been constant. Therefore, the discharge amount of the brake fluid from the pump is inversely proportional to the wheel cylinder pressure at that time, that is, the pump discharge amount is small when the wheel cylinder pressure is high on the high μ road, and the wheel cylinder pressure is low on the low μ road. When the pressure was at a low level, the pump discharge was large.

[0007]

However, when estimating the road surface condition, estimating from the wheel speed difference and the duration thereof as described above requires a very complicated calculation, and also in terms of accuracy. But there was a problem. Further, the method of detecting the vehicle body deceleration by using the acceleration sensor and estimating the road surface condition from the result has a problem that the cost of the apparatus increases because the acceleration sensor is required.

Further, as described above, in such a brake system, the brake fluid pressure to be applied to the wheel cylinder changes according to the road surface condition. That is, in anti-skid control, the brake fluid pressure required by each wheel cylinder is different between when traveling on a high μ road and when traveling on a low μ road.
It requires less brake fluid pressure than when driving on the road. Therefore, when traveling on the low μ road, it is possible to sufficiently deal with a small pump discharge amount as compared to when traveling on the high μ road.

However, conventionally, even in a situation where the pump discharge amount may be small, the pump is driven more than necessary, causing vibration and noise due to the pump.
Further, conventionally, between the pressure increase gradient when increasing the wheel cylinder pressure on the high μ road and the pressure increase gradient when increasing the wheel cylinder pressure on the low μ road, the pressure increase gradient on the low μ road is It was getting bigger. This is because only a small wheel cylinder pressure is applied to the low μ road as compared with the high μ road, and the pressure increase gradient is larger than the pressure increase gradient on the high μ road due to the discharge pressure from the pump. . However, the pressure increase gradient of the wheel cylinder on the low μ road requires a smaller pressure increase gradient than that on the high μ road. This is because, on a low μ road, if the wheel cylinder pressure is greatly increased, the slip state of the wheels may soon exceed a predetermined level. Therefore, if the discharge pressure from the pump in the low μ road is the same as the discharge pressure in the high μ road, there is a problem that the anti-skid control performance may be adversely affected.

According to the present invention, the vehicle body deceleration and the traveling road surface state are easily estimated by detecting the discharge pressure of the pump,
An object of the present invention is to provide an anti-skid control device capable of accurately executing anti-skid control. Further, the present invention provides an anti-skid control device that realizes a pump drive state suitable for the anti-skid control state based on the detection result of the drive current for driving the pump, reduces noise and vibration due to the pump, and improves the performance. The purpose is to

[0011]

In order to solve the above-mentioned problems, the anti-skid control device according to the present invention is executed according to the slip state of the wheels when the vehicle is braked, and according to the magnitude of the vehicle deceleration, An anti-skid control device comprising: anti-skid control execution means for controlling a slip state to an optimum state; and a pump that is driven during this anti-skid control and discharges a boosted brake fluid pressure toward a wheel cylinder. When the wheel cylinder pressure is increased during control, the anti-skid control is performed by including a detection unit that detects the brake fluid discharge pressure of the pump, and a calculation unit that calculates the vehicle deceleration from the detection result of the detection unit. The means executes anti-skid control based on the vehicle body deceleration calculated by the calculation means. The features.

The detecting means monitors a drive current value for driving the pump, and estimates the brake fluid discharge pressure of the pump at the time of increasing the wheel cylinder pressure in the anti-skid control from the drive current value. You may make it employ | adopt the anti-skid control apparatus characterized by the above. Further, anti-skid control execution means is executed according to the slip state of the wheels when the vehicle is braked, and controls the slip state to an optimum state according to the road surface state, and the brake fluid pressure boosted during the anti-skid control. In the antiskid control device having a pump for discharging the fluid toward the wheel cylinder, the detection means for detecting the brake fluid discharge pressure of the pump when the wheel cylinder pressure is increased in the antiskid control, and the detection means. A determination means for determining the road surface state on which the vehicle is traveling based on the detected brake fluid discharge pressure, and the anti-skid control execution means is an anti-skid control execution means based on the road surface state determined by the determination means. Even if an anti-skid control device that is characterized by executing skid control is adopted There.

Further, the detecting means monitors a drive current value for driving the pump, and estimates the brake fluid discharge pressure of the pump at the time of increasing the wheel cylinder pressure in the anti-skid control from the drive current value. You may make it employ | adopt the anti-skid control apparatus characterized by the above. Also, the pump is driven by a motor,
Power supply voltage detection means for detecting a power supply voltage of a power supply for supplying a drive current to the motor, and correction means for correcting a drive current value of the pump detected by the detection means according to a change in the power supply voltage are provided. You may make it employ | adopt the anti-skid control device characterized by the above.

The pump is driven by a motor and has a power supply voltage detecting means for detecting a power supply voltage of a power supply for supplying a drive current to the motor, and the computing means drives the driving means in response to a change in the power supply voltage. An anti-skid control device may be adopted which has a correction means for correcting the calculation value when converting the vehicle body deceleration from the current.

The pump is driven by a motor and has a power supply voltage detecting means for detecting a power supply voltage of a power supply for supplying a drive current to the motor, and the judging means drives the drive voltage in response to a change in the power supply voltage. You may make it employ | adopt the anti-skid control apparatus characterized by having a correction means which correct | amends a determination result when determining a road surface state from an electric current.

The pump is driven by a motor and has an applied voltage detecting means for detecting an applied voltage to the motor, and the drive current value detected by the detecting means is detected in accordance with a change in the applied voltage. You may make it employ | adopt the anti-skid control apparatus characterized by having the correction means to correct. Further, the pump is driven by a motor and has an applied voltage detecting means for detecting an applied voltage to the motor, and the calculating means converts the vehicle body deceleration from the drive current according to a change in the applied voltage. It is also possible to employ an anti-skid control device characterized in that it has a correction means for correcting the calculated value at the time.

The pump is driven by a motor and has an applied voltage detecting means for detecting an applied voltage to the motor, and the judging means determines the road surface condition from the drive current in response to a change in the applied voltage. You may make it employ | adopt the anti-skid control apparatus characterized by having a correction | amendment means which correct | amends a determination result at the time of determination. Further, the pump or the motor, or has a temperature detection means for detecting the temperature of the pump and the vicinity of the motor, the drive current value of the pump detected by the detection means according to the detection result of the temperature detection means. You may make it employ | adopt the anti-skid control apparatus characterized by having the correction means to correct.

The pump or the motor, or temperature detecting means for detecting the temperature in the vicinity of the pump and the motor is provided, and the calculating means subtracts the vehicle body from the drive current according to the detection result of the temperature detecting means. You may make it employ | adopt the anti-skid control apparatus characterized by having a correction | amendment means which correct | amends the calculation value at the time of carrying out conversion calculation of speed.

Further, it has a temperature detecting means for detecting the temperature of the pump or the motor, or the temperature of the pump and the vicinity of the motor, and the judging means determines the road surface condition from the drive current according to the detection result of the temperature detecting means. You may make it employ | adopt the anti-skid control apparatus characterized by having a correction means which correct | amends the determination result at the time of determining.

Further, anti-skid control execution means for executing the anti-skid control during the braking of the vehicle according to the slip state of the wheels and for controlling the slip state to the optimum state according to the magnitude of the vehicle deceleration, and the anti-skid control drive. In the anti-skid control device having a pump that discharges the increased brake fluid pressure toward the wheel cylinder, the pump is driven by a motor, and a detection unit that detects a drive current value supplied to the motor, Anti-skid means for comparing the output result of the detection means with a predetermined value and reducing the drive current value supplied to the motor below the predetermined drive current value when the output result is less than the predetermined value. When the pump discharge pressure increases in response to the control and the output result exceeds the predetermined value, the drive current value supplied to the motor is changed to And increasing means for increasing to a serial predetermined driving current value, it may be possible to adopt an anti-skid control apparatus according to claim to have.

Further, anti-skid control execution means for executing the anti-skid control during the braking of the vehicle according to the slip state of the wheels and controlling the slip state to the optimum state according to the road surface condition of the vehicle, and the anti-skid control drive In the anti-skid control device having a pump that discharges the increased brake fluid pressure toward the wheel cylinder,
The pump is driven by a motor, and a detection unit that detects a drive current value supplied to the motor and an output result of the detection unit are compared with a predetermined value. If the output result is less than or equal to the predetermined value, When the pump discharge pressure increases in response to anti-skid control and the output result exceeds the predetermined value, the motor reduces the drive current value supplied to the motor from the predetermined drive current value. An anti-skid control device may be adopted, which comprises: an increasing unit that increases the drive current value supplied to the predetermined drive current value.

Further, anti-skid control execution means for executing the anti-skid control during the braking of the vehicle according to the slip state of the wheels and controlling the slip state to the optimum state according to the magnitude of the vehicle deceleration, and the anti-skid control drive A pump for discharging the increased brake fluid pressure toward the wheel cylinders, the pump is driven by a motor, and a detection unit for detecting a drive current supplied to the motor; The output result of the detection means is compared with a first predetermined value which is set to a value smaller than the predetermined drive current value, and when the output result is equal to or less than the first predetermined value, the motor is detected. A reduction means for reducing the supplied drive current from the predetermined drive current and an output result of the detection means are compared with a second predetermined value, and the output result is The increasing means for increasing the drive current supplied to the motor to the predetermined drive current when the output voltage exceeds the second predetermined value, and the increasing means for increasing the output result until the output result becomes the second predetermined value or more. You may make it employ | adopt the anti-skid control apparatus characterized by having the prohibition means which prohibits execution.

Further, anti-skid control execution means for executing the anti-skid control during the braking of the vehicle according to the slip state of the wheels and controlling the slip state to the optimum state according to the road surface state of the vehicle, and the anti-skid control drive In the anti-skid control device having a pump that discharges the increased brake fluid pressure toward the wheel cylinder,
The pump is driven by a motor, and a detection unit that detects a drive current supplied to the motor, and an output result of the detection unit is set to a value smaller than a value of the predetermined drive current. When the output result is equal to or less than the first predetermined value, a reduction unit that reduces the drive current supplied to the motor below the predetermined drive current, and an output result of the detection unit If the output result is greater than or equal to the second predetermined value compared with a predetermined value of 2, increase means for increasing the drive current supplied to the motor to the predetermined drive current; An anti-skid control device may be adopted, which has a prohibition unit that prohibits the execution of the increasing unit until it becomes a predetermined value of 2 or more.

Further, anti-skid control execution means for executing the anti-skid control during the braking of the vehicle according to the slip state of the wheels and controlling the slip state to the optimum state according to the magnitude of the vehicle deceleration, and the anti-skid control driving A pump for discharging the increased brake fluid pressure toward the wheel cylinders, the pump is driven by a motor, and a detection unit for detecting a drive current supplied to the motor; The output result of the detection means is compared with a first predetermined value which is set to a value smaller than the value of the predetermined drive current, and when the output result is equal to or less than the first predetermined value, the motor is detected. A reduction means for reducing the supplied drive current from the predetermined drive current and an output result of the detection means are compared with a second predetermined value, and the output result is The increasing means for increasing the drive current supplied to the motor above the predetermined drive current when the drive current value is equal to or higher than the second predetermined value, and the drive current value is increased until the drive current value is equal to or higher than the second predetermined value. The anti-skid includes: prohibiting means for prohibiting execution of the increasing means; and calculating means for converting the deceleration of the vehicle when the wheel cylinder pressure in the anti-skid control is increased from the detection result of the detecting means. The control execution means may employ an anti-skid control device characterized by executing anti-skid control based on the vehicle body deceleration calculated by the calculation means.

Further, anti-skid control execution means for executing the anti-skid control during the braking of the vehicle according to the slip state of the wheels and controlling the slip state to the optimum state according to the traveling road surface state of the vehicle, and the anti-skid control drive In the anti-skid control device having a pump that discharges the increased brake fluid pressure toward the wheel cylinder,
The pump is driven by a motor, and a detection unit that detects a drive current supplied to the motor, and an output result of the detection unit is a first predetermined value that is set to a value smaller than the value of the predetermined drive current. When the output result is equal to or less than the first predetermined value, a reduction unit that reduces the drive current supplied to the motor below the predetermined drive current, and an output result of the detection unit And a means for increasing the drive current supplied to the motor above the predetermined drive current when the output result is equal to or more than the second predetermined value, and the drive current value. A prohibiting means for prohibiting execution of the increasing means until is greater than or equal to the second predetermined value, and a judging means for judging a road surface state of a road surface on which the vehicle is traveling from a detection result of the detecting means. , The above Chisukiddo control execution means may be adopted the anti-skid control apparatus characterized by performing group antiskid control the road surface condition determination by said determining means.

Pump driving state judging means for judging whether the motor is being supplied with the predetermined driving current or being supplied with a current smaller than the predetermined driving current by the reducing means. If the pump drive state determination means determines that the drive state of the pump is being supplied with a current smaller than the predetermined drive current by the reduction means, the drive current value is used to determine the vehicle body. You may make it employ | adopt the anti-skid control apparatus characterized by changing the method of conversion calculation to deceleration.

A pump drive state judging means for judging whether the motor is being supplied with the predetermined drive current or being supplied with a current smaller than the predetermined drive current by the reducing means. When the pump drive state determination means determines that the drive state of the pump is being supplied with a current smaller than the predetermined drive current by the reduction means, the road surface is determined from the drive current value. You may make it employ | adopt the anti-skid control apparatus characterized by changing the determination method at the time of determining a state.

Further, the antiskid control execution means adopts an antiskid control device characterized in that the method for estimating and calculating the vehicle body speed of the vehicle is changed based on the vehicle body deceleration calculated by the calculating means. You may do it. Further, the anti-skid control execution means adopts an anti-skid control device characterized by changing an estimation calculation method of the vehicle body speed of the vehicle based on the road surface state determined by the determination means. Good.

Further, the anti-skid control execution means uses the output result of the arithmetic means to determine the wheel cylinder pressure increase timing and the pressure increase gradient or the pressure decrease timing and the pressure decrease gradient in the anti-skid control. You may make it employ | adopt the anti-skid control apparatus characterized by changing according to a certain vehicle deceleration.

The anti-skid control executing means determines the timing of increasing the wheel cylinder pressure and the magnitude of the pressure increasing gradient in the anti-skid control or the magnitude of the pressure reducing timing and the pressure reducing gradient based on the determination result of the determining means. You may employ | adopt the anti-skid control apparatus characterized by changing according to a certain road surface condition.

Further, an anti-skid control device may be adopted in which the first predetermined value is set to a value different from the second predetermined value. Further, the reducing means employs an anti-skid control device characterized by executing duty time control in which energization and de-energization of the motor drive current supplied to the motor are repeated at a predetermined ratio. You may

A correction is provided which has a power supply voltage detecting means for detecting a power supply voltage of a power supply for supplying a drive current to the motor, and which corrects the drive current value detected by the detecting means according to a change in the power supply voltage. You may make it employ | adopt the anti-skid control apparatus characterized by having a means.
Further, the pump is driven by a motor, has an applied voltage detecting means for detecting an applied voltage to the motor, and a correction for correcting the drive current value detected by the detecting means according to a change in the applied voltage. You may make it employ | adopt the anti-skid control apparatus characterized by having a means.

[0033]

The operation of the antiskid control device according to the present invention constructed as described above will be described below. In the anti-skid control device configured as described in claim 1, the brake fluid discharge pressure of the pump at the time of increasing the wheel cylinder pressure of the anti-skid control is detected, and the vehicle body deceleration is estimated from this discharge pressure. Further, in the anti-skid control, the wheel cylinder pressure is controlled so that the slip state of the wheels is optimally secured. The wheel cylinder pressure is generated by the increased brake fluid pressure from the pump. Further, since the pump discharge pressure changes in accordance with the brake fluid pressure currently applied to each wheel cylinder, it is possible to calculate the wheel cylinder pressure by detecting this pump discharge pressure. Therefore, the conversion calculating means can convert the pump discharge pressure to the wheel cylinder pressure, the wheel cylinder pressure to the wheel braking force, and the wheel braking force to the vehicle deceleration. At this time, the slip condition of the wheels is controlled to the optimum slip condition by the anti-skid control, and the wheel cylinder pressure at the time of switching from the pressure increasing mode for increasing the wheel cylinder pressure to the pressure reducing or holding mode is the current running state. It is the maximum wheel cylinder pressure that can be applied to the road condition. Therefore, as described above, it is possible to accurately estimate the vehicle body deceleration from the wheel cylinder pressure. By calculating the vehicle body deceleration in this way, an accurate vehicle body deceleration can be calculated in accordance with the anti-skid control, and the calculation process is relatively simple. Further, by using the vehicle deceleration calculated in this way, it is possible to execute the anti-skid control by changing the anti-skid control execution standard, for example, the vehicle speed, the pressure increase / decrease timing, the pressure increase / decrease gradient, etc. Anti-skid control can be implemented.

According to claim 3, it is possible to determine the wheel cylinder pressure from the pump discharge pressure, the wheel braking force from this wheel cylinder pressure, and the road surface condition on which the vehicle is traveling from the wheel braking force. The anti-skid control may be executed based on the result of this road surface determination. Further, as described in claims 2 and 4, if the drive current of the motor for driving the pump is monitored and the pump discharge pressure when the wheel cylinder pressure is increased is estimated from this drive current, the pump discharge pressure can be easily calculated. The pump discharge pressure can be calculated.
At this time, if the drive current value is corrected based on the pump temperature, the motor temperature, the power supply voltage or the voltage applied to the pump,
More accurate vehicle deceleration calculation and road surface condition estimation can be executed. It should be noted that instead of correcting the drive current value, the calculated vehicle body deceleration is corrected or the determined road surface condition is corrected by considering the influence of the pump temperature, the power supply voltage, or the voltage applied to the pump. You may

Further, the drive current value supplied to the pump is detected, and when the drive current value becomes equal to or less than a predetermined value, the supply of the drive current is reduced. Here, the drive current value decreases when the wheel cylinder pressure on a low μ road or the like is not so high. Therefore, when the wheel cylinder pressure is at a low level and a large pump discharge amount is not required, the drive current value is reduced to realize a pump drive state that exactly satisfies the required wheel cylinder pressure. . It should be noted that if the drive current value is compared with two target values, power can be smoothly supplied to the pump. Further, when the first and second predetermined values are set, stable anti-skid control can be executed without switching the decrease or increase of the drive current more than necessary.

[0036]

DESCRIPTION OF THE PREFERRED EMBODIMENTS The construction and operation of an antiskid control device according to the present invention will be described below with reference to the drawings. First, the configuration of the anti-skid control device according to the present invention will be described with reference to FIGS. 1 and 2.

FIG. 1 is a simple control circuit diagram for controlling the drive of the antiskid controller. An electronic control unit 50 (hereinafter referred to as ECU) that controls each solenoid valve 3, 4, 5, 6 and the pump 10 in a hydraulic circuit diagram as shown in FIG. 2 described later.
The ECU 50 receives power from a predetermined power source 51 such as a battery power source. This ECU
The reference numeral 50 transmits a predetermined signal to the motor drive circuit 52 of the motor 53 that drives the pump 10. This signal is a motor current detection means 140 and a temperature detection means 1 which will be described later with reference to FIG.
50, the brake fluid pressure applied to each wheel cylinder 7, 8 and the accompanying wheel braking force and vehicle body deceleration are estimated and calculated based on the detection results of 50, the power supply voltage detection means 160, and the pump drive state determination means 170. And is transmitted according to this result. At this time, the temperature detecting means 150
Detects the temperature of the motor 53 based on the temperature of the motor 53 detected by the temperature sensor 54. In the motor drive circuit 52, the pump 10 is driven based on such a signal.
Power is supplied from the power supply 51 to the motor 53 that drives the.
In addition, the power supply voltage detecting means 160 uses the motor 53.
The voltage or current of the power supply 51 is monitored in order to detect the fluctuation in the power supply 51 in the power value supplied to the power supply.

Next, referring to FIG. 2, a hydraulic circuit diagram showing the brake piping system in which the antiskid control in the present invention is executed will be described. It should be noted that the brake piping system of the anti-skid control device in the present embodiment may have a configuration in which the brake fluid pressure from the pump is transmitted to the wheel cylinder when the wheel cylinder pressure is increased during anti-skid control. Then, the hydraulic circuit shown in FIG. 2 is adopted as an example of such a brake piping system. Also,
A vehicle brake system generally has two piping systems, such as an X piping system, and both of these two braking piping systems have the same structure. Therefore, in this embodiment, one brake piping system, for example, the X piping,
The brake piping system for the right front wheel and the left rear wheel will be described.

In FIG. 2, the brake pedal 1 is connected to the master cylinder 2, and the brake fluid pressure generated in the master cylinder 2 when the driver depresses the brake pedal 1 passes through a pipe line, which will be described later, to the right front wheel. 1 is transmitted to the wheel cylinder 7 and a braking action is performed. Similarly, the brake fluid pressure generated in the master cylinder 2 is transmitted to the wheel cylinder 8 for the left rear wheel through a pipe line described later, and the braking action is performed.

The conduit 20 extending from the outlet port of the master cylinder 2 is branched from the middle to form a conduit 21. That is, the end of the conduit 20 is connected to the middle of the conduit 21. Both ends of this pipe 21 are connected to the first and second wheel cylinders 7 and 8, respectively, and the brake fluid pressure from the master cylinder 2 is transmitted to each wheel cylinder 7 and 8. First of pipeline 21
First and second control valves 3 and 4 are provided on the wheel cylinder 7 side and the second wheel cylinder 8 side, respectively. These control valves 3 and 4 respectively connect or disconnect the brake fluid pressure from the master cylinder 2 to the corresponding wheel cylinders 7 and 8. A line 22 connects the first control valve 3 and the first wheel cylinder 7 and the second control valve 4 and the second wheel cylinder 8. A pipe line 23 is connected to the pipe line 22, and the other end of the pipe line 23 is connected to the reservoir 9. A pump 10 is arranged in the middle of the pipe 23, and the pump 10 discharges the brake fluid pumped up from the reservoir 9 toward the pipe 22. Pump 1
0 and the reservoir 9 and the first control valve 3 and the first wheel cylinder 7 are connected by a pipe line 24. In addition, between the pump 10 and the reservoir 9 and the second
The control valve 4 and the second wheel cylinder 8 are connected by a pipe line 25. These conduits 24, 2
Both of the first and second wheel cylinders 7, 8 are provided with a first inflow control valve 5 and a second inflow control valve 6 in order to restrict the flow of the brake fluid from the first and second wheel cylinders 7, 8 to the reservoir 9.
Is provided.

The first control valve 3 has a pipe line 26 in parallel therewith.
Is connected to the pipe line 26 and the first check valve 13
Is provided. The first check valve 13 is set to allow only the flow of the brake fluid from the first wheel cylinder 7 side to the master cylinder 2 side. A pipe 27 is also connected in parallel to the second control valve 4, and the second check valve 12 is arranged in the pipe 27. The second check valve 12 is also set to allow only the flow of the brake fluid from the second wheel cylinder 8 side to the master cylinder 2 side. Further, in the pipe line 21, from the connecting portion of the pipe line 23 to the second wheel cylinder 8
A diaphragm 11 is arranged on the side.

In the brake piping system constructed as described above, during normal braking operation, the valves 3, 4, 5 and 6 are in the positions shown in the drawing, and the first and second control valves 3 and 4 are both in communication. In the state, both the first and second inflow control valves 5 and 6 are closed. However, when the ECU 50 determines that the slip state of the vehicle has exceeded the predetermined level, the anti-skid control is started, and the wheel cylinder pressure applied to each wheel cylinder 7, 8 is controlled. At this time, the anti-skid control is executed by controlling the valves 3, 4, 5, 6 by the ECU 50. Further, at the same time when such anti-skid control is started, the pump 10 starts to drive, and the brake fluid is pumped up and discharged from the reservoir 9. The brake fluid pressure discharged by the pump 10 is transmitted to the wheel cylinders 7 and 8. When reducing the brake fluid pressure applied to the wheel cylinders 7 and 8, the first and second inflow control valves 5 and 6 are brought into communication with each other, and
The brake fluid on the 8th side is returned to the reservoir 9. Also,
Normally, during the anti-skid control, the control valves 3 and 4 are closed, and the master cylinder pressure generated by the master cylinder 2 is not transmitted to the wheel cylinders 7 and 8 side. However, when the ECU 50 determines that the wheel cylinder pressure is significantly insufficient with respect to the road surface condition, the first and second control valves are brought into communication with each other, which is high to some extent due to the driver's depression of the brake pedal. The level master cylinder pressure may be transmitted to the wheel cylinders 7 and 8 side.

Further, as described above, the throttle 11 is provided on the pipe line 22 on the side of the second wheel cylinder 8.
By providing the throttle 11 in this way, a differential pressure can be provided between the first wheel cylinder 7 side and the second wheel cylinder 8 side. The second wheel cylinder 8 is for the left rear wheel, and by providing the diaphragm 11 for the rear wheel in this way, the rear wheel select low control in the anti-skid control can be executed.

As shown in the drawing, each of the control valves 3 and 4 and each of the inflow control valves 5 and 6 are each a 2-port 2-position valve. The valve element in this 2-port 2-position valve changes when the electric power is supplied according to the judgment of the ECU 50 and is changed by being excited by the solenoid to switch the port. In addition, each of these valves 3, 4, 5, 6
In addition to such an electromagnetic valve, a mechanical valve may be adopted.

Next, the relationship between the drive current value for driving the pump 10 and the discharge pressure of the brake fluid of the pump will be described using the characteristic diagram shown in FIG. As shown in FIG. 3, the torque of the motor 53 and the drive current value for driving the motor 53 are represented by a straight line A,
The rotation speed of the motor 53 and the torque of the motor 53 have a straight line D relationship. That is, as the motor torque increases, the drive current value of the motor 53 increases almost proportionally, and the rotation speed of the motor 53 decreases almost proportionally. Here, since the discharge amount of the brake fluid of the pump 10 depends on the rotation speed of the motor 53, the discharge amount of the pump 10 can be detected by monitoring the drive current value. Further, since the discharge pressure of the brake fluid of the pump 10 depends on the torque of the motor 53, the brake fluid discharge pressure of the pump 10 can be detected by monitoring the drive current value. Further, the wheel cylinder pressure applied to each wheel cylinder 7, 8 can be calculated and estimated from this motor torque, and the braking force received by the corresponding wheel can be calculated from this wheel cylinder pressure. . As described above, by monitoring the drive current value of the motor that drives the pump 10, it is possible to calculate and estimate the braking force applied to the wheel corresponding to the wheel cylinder from the wheel cylinder pressure. Further, it can be seen from the straight line D in FIG. 3 that the rotation speed of the motor, that is, the pump discharge amount is inversely proportional to the motor torque. Therefore, the relationship between the discharge amount of the pump and the discharge pressure is almost inversely proportional.

As described above, the discharge pressure of the pump 10 that discharges the brake fluid to apply the brake fluid pressure to the wheel cylinders 7 and 8 during the anti-skid control is detected from the drive current value, and the wheel braking force is calculated from this discharge pressure. A flow for estimating the deceleration applied to the vehicle body will be described with reference to the flowchart of FIG. Further, here, the antiskid control reference is changed or selected based on the vehicle deceleration estimated from the drive current value, and more accurate antiskid control is executed. For example, the setting of the parameter in the known vehicle body speed estimation method is changed based on the vehicle body deceleration estimated as described above.

Hereinafter, based on FIG. 4, the electronic control unit 50 (hereinafter referred to as E
A control flow executed by the CU) will be described. After the ignition switch of the vehicle is turned on, the flowchart shown in FIG. 4 starts. First, step 100
Then, the wheel speed of each wheel is detected using a wheel speed sensor or the like. Next, in step 110, the vehicle speed is estimated and calculated using the wheel speed and the like.

Next, at step 120, the slip state of the wheel is judged from the wheel speed and the estimated vehicle body speed.
At this time, if it is determined that the slip state of the wheels is not more than the predetermined value, the anti-skid control is not started, and step 100
Return to Further, when it is determined that the slip state of the wheels is equal to or larger than the predetermined value, the process proceeds to step 130 and the anti-skid control is started. It should be noted that at the stage where this step 130 is reached, a drive current is supplied to the motor 53 that drives the pump 10, and the pump 10 starts driving.

In step 140, the drive current of the motor that drives the pump 10 is detected. This drive current serves as a reference for calculating the discharge pressure of the brake fluid from the pump 10. In step 150, the temperature of the pump 10 is detected. Here, the temperature of the motor 53 detected by the temperature sensor 54 is detected by the ECU 50. In step 160, the voltage of the power supply 51 required to drive the pump 10 is detected. Further, in step 170, the driving state of the pump 10, which will be described in detail later, is detected.

Next, in step 180, the discharge pressure of the brake fluid of the pump 10 when the pressure of each wheel cylinder is increased is calculated based on the drive current detected in step 140. However, depending on the temperature of the pump 10 or the temperature of the motor 53,
The performance of the motor 53 may change, the wiring resistance of the motor drive unit may change, and an error may occur when the pump discharge pressure is converted from the drive current value. That is, as shown in FIG. 3, the relationship between the drive current value and the motor torque becomes like the straight line C when the motor 53 is at a low temperature, and the motor torque that can be generated at the same current value at a low temperature decreases. This may be because the resistance value of the drive unit of the motor 53 increases at low temperatures. On the contrary, when the temperature of the motor 53 is high, the relationship between the drive current value and the motor torque is the straight line B
When the temperature is high, the motor torque that can be generated at the same current value increases. This may be because the resistance value of the drive unit of the motor 53 decreases at high temperature. Therefore, in step 180, the drive current value is corrected in order to remove such a conversion error due to temperature. Further, since the voltage change of the power supply 51 also affects the drive current value, the drive current value is corrected according to the change of the power supply voltage detected in step 160 to eliminate the conversion error due to the change of the power supply voltage. This step 18
Execute with 0. The discharge pressure of the brake fluid of the pump 10 is calculated using the drive current value thus corrected. Further, in step 210 described later, the pump 1
The drive state of 0 is determined, but in this step 180, the pump discharge pressure calculation value calculated here is corrected according to the drive state. For details, see step 210.
And it demonstrates in FIG.

In step 190, the braking force applied to each wheel is estimated and calculated from the pump discharge pressure corrected by removing the conversion error. Also, step 2
At 00, the deceleration of the vehicle body is calculated based on this braking force. This is because it is considered that the deceleration of the vehicle body substantially depends on the braking force applied to the wheels when the wheel slip state is controlled by the anti-skid control so as to be optimum.

In step 210, the antiskid control reference is selected based on the vehicle body deceleration calculated and estimated in step 200. For example, in the past, anti-skid control standards such as vehicle speed were estimated only from the wheel speed information, so there is a risk that anti-skid control may not be executed accurately.Here, however, the vehicle deceleration can be accurately grasped and It is possible to set the appropriate anti-skid control reference value. Therefore, more accurate anti-skid control can be executed.

In step 210, the drive state of the pump 10 is changed using the drive current value of the pump 10 corrected and calculated in step 180. That is, the corrected drive current value is compared with the first predetermined value, and when the drive current value is equal to or less than the first predetermined value, the drive current supplied to the motor 53 of the pump 10 is calculated as the current value. The control for reducing the driving current value is executed. Further, when the drive current value becomes larger than the second predetermined value which is set to a value larger than the first predetermined value, the current value supplied to the motor 53 is the drive current value normally supplied. Up to. Here, when the drive current value is equal to or less than the first predetermined value, when the drive current to the motor 53 is reduced, energization and de-energization of a constant current value are repeated at predetermined time intervals. Try to perform time control. That is, for example, energize for 10 mm seconds, 20 mm
When the control of de-energizing for a second is repeated, one-third (33.3 ...%) of the normal drive current value is time-averaged by the motor 53.
Will be supplied to. When the drive current value is equal to or lower than the first predetermined value and the duty time control of the drive current is executed, this duty cycle is controlled until the drive current value becomes equal to or higher than the second predetermined value according to the anti-skid control state due to the road surface change. The time control is continuously executed, and the drive current supplied to the motor 53 is in a normal supply state, that is, a time average of 100%.
It is prohibited to be supplied. In step 210, the drive state of the pump drive is controlled in this way.

Further, when the motor 53 is duty-time controlled in this manner, a large error may occur in the drive current value detected in step 140. That is, unless the drive current value is detected as the time average value in step 140, the drive current value at the time of detection may be detected as the normal drive current value or the current value = 0. Therefore, in step 170, the drive state of the pump, that is, the supply state of the drive current to the motor 53 is determined, and when the duty time control is being executed, when the pump discharge pressure is converted and calculated in step 180. The drive state of the pump, that is, the supply state of the drive current to the motor 53 in step 220 described later is taken into consideration.

The motor current supply means supplies the drive current to the motor from the motor drive circuit 52 in step 220, and the ECU 50 drives the solenoid valves 3, 4, 5, 6 in step 230. The operation and effect of the antiskid control device configured as described above will be described based on the explanatory view shown in FIG.

When the vehicle is traveling on a high μ road at a predetermined vehicle speed, the brake pedal 1 is started to be depressed at time as shown in FIG. 5 (a), and the braking force is applied to the vehicle. Then, it is determined that the slip state of the wheels has exceeded a predetermined value in time, and the anti-skid control is started. At the same time, the supply of the drive current to the motor 53 is started and the pump 10 is driven. Then, the increased brake hydraulic pressure from the pump 10 is transmitted to the first and second wheel cylinders 7 and 8 through the pipes, and applies a braking force to each wheel. At this time, in the pressure increasing mode in which the first and second inflow control valves 5 and 6 are closed, the wheel cylinders 7 and 8
High wheel cylinder pressure will be applied to
A large braking force is applied to each wheel. This is usually high μ
This is because a large deceleration can be obtained on the road. The wheel cylinder pressure at this time is about H1 as shown in FIG. 5 (b). The drive current value of the motor 53 at this time is the current value M1 normally supplied to the motor, and the motor 53 is supplied with 100% drive current in time. As described above, the change in the motor rotation speed when the drive current value is supplied at 100%, that is, the change in the pump discharge amount is as shown by a straight line D in FIG. At this time, a high load is applied to the pump 10 because a high brake fluid pressure is generated in the pipe lines 22 and 21 reaching the wheel cylinders 7 and 8 and the wheel cylinders 7 and 8.
Therefore, a large drive current value M1 is supplied to overcome this load. Therefore, the drive current value of the motor 53 is monitored, and when a large drive current value of a predetermined value or more is supplied, the wheel cylinder pressure is high. Further, when the slip condition of the wheels is controlled to an almost optimum condition by the anti-skid control, the braking force of the wheels can be calculated from the wheel cylinder pressure. That is, if the maximum value of the brake fluid pressure that can be applied to each wheel cylinder is detected while the wheel slip is optimally controlled, the maximum wheel cylinder pressure corresponding to the vehicle body deceleration is detected. Can be detected. The wheel cylinder pressure is a value that reflects the braking force of the wheels. Therefore, calculate the braking force from the wheel cylinder pressure,
Further, the vehicle body deceleration can be calculated as a large value according to the braking force. From the vehicle body deceleration calculated in this way, the traveling road surface of the vehicle is determined to be a high μ road on which the vehicle body deceleration speed can be increased. Therefore, the anti-skid control can be executed based on the detection of the traveling on the high μ road or the magnitude of the vehicle deceleration. For example, it is possible to set parameters for calculating the estimated vehicle body speed as described above.

It is assumed that the road surface changes from a high μ road to a low μ road in time. At this time, as shown in FIG. 5 (a), when the slip condition of the wheel becomes large, the inflow control valves 5 and 6 are brought into communication with each other, and the wheel cylinder pressure is reduced to H2.
Further, on the low μ road, in order to ensure the wheel slip state optimally, the wheel cylinder pressure cannot be raised to a predetermined value or more, here about H2 or more, and the wheel cylinder pressure is kept at a low level. . As described above, when the brake fluid pressure is discharged from the pump 10 toward the low level wheel cylinder pressure, the load on the pump 10 is reduced, and thus the drive current value is reduced. The wheel cylinder pressure applied to each wheel cylinder when the wheel cylinder pressure is increased is estimated and calculated from this drive current value.
After that, similarly to the above, the wheel braking force can be calculated from the wheel cylinder pressure, and the vehicle body deceleration can be estimated. Based on the vehicle deceleration, for example, the above-mentioned parameters when obtaining the estimated vehicle speed are set, and the anti-skid control is executed.

Further, when the braking force is applied to the vehicle on the low μ road in this way, the brake fluid pressure from the pump 10 is sufficient at a low level. Therefore, when the drive current value becomes equal to or lower than the first predetermined value, the duty time control as described above is executed on the drive current supplied to the motor 53, and the drive current is controlled as shown in FIG. Then, the drive current supplied to the motor 53 is reduced on the time average. Therefore, after the duty time control of the drive current is executed,
As shown in the period DT of (c), the drive current value supplied to the motor 53 is suppressed to M2. Therefore, the discharge pressure of the pump 10 is suppressed to a low level, and the wheel cylinders 7, 8
As for the brake fluid pressure transmitted to, the required brake fluid pressure is accurately transmitted on the low μ road. Further, when the duty time control is executed in this way, the duty time control continues to be executed until the drive current value becomes equal to or higher than the second predetermined value. That is, when this duty time control is executed, the pump discharge amount is reduced as compared with when the normal drive current value is supplied (straight line D) as shown by the straight line E in FIG. be able to.

It is assumed that the traveling road surface of the vehicle changes from a low μ road to a high μ road in time. At this time, since the brake fluid pressure to be applied to each wheel cylinder 7 and 8 becomes insufficient, the first and second inflow control valves 5 and 6 are continuously shut off, and the wheel cylinder pressure gradually increases. Increase. Along with this, the load on the pump 10 also increases, and the drive current value of the motor 53 also increases. Therefore, by monitoring this drive current value, it is possible to detect changes in the vehicle body deceleration and road surface conditions allowed by the vehicle. For example, here, as the drive current value increases, wheel cylinder pressure, wheel The change in the braking force can be calculated, and the vehicle body deceleration can be estimated from this. Also, when the vehicle is traveling on a low μ road, the vehicle body deceleration can give a small value, and when the vehicle is traveling on a high μ road, the vehicle body deceleration can take a large value. it can. Therefore, it is possible to detect such a change in the vehicle deceleration and to detect that the road surface state is changing from the low μ road to the one with a large friction coefficient. Here, when it is detected that the drive current value becomes larger than the second predetermined value, it is determined that the pump discharge pressure corresponding to the road surface change cannot be secured in the motor drive state under the duty time control, and the duty time control is performed. Is prohibited by time, and a normal drive current is supplied to the motor 53. Along with this, the wheel cylinder pressure increases as shown in FIG. 5 (b). Further, along with this, the load applied to the pump 10 also increases, so the drive current value also increases. By monitoring the driving current value thus increasing, it is possible to detect that the road surface state has changed from the low μ road to the high μ road.

The effects of the anti-skid control device that operates as described above will be described below. As described above, if the vehicle body deceleration and the road surface state are detected from the drive current value of the motor 53 that drives the pump 10, it is possible to accurately detect the vehicle body deceleration and the road surface state according to the actual anti-skid control. Is possible. Further, as described above, when the vehicle is traveling on a low μ road, etc., and when a large brake fluid pressure is not required for each wheel cylinder, the drive current supplied to the motor 53 is reduced,
The discharge pressure of the pump 10 can be reduced, and the vibration and noise of the pump 10 can be reduced. Further, conventionally, even on a low μ road or the like where the brake fluid pressure to each wheel cylinder 7, 8 is small, the brake fluid is discharged from the pump 10 as in the case where a high wheel cylinder pressure is required on a high μ road. Therefore, there is a possibility that the pressure increasing gradient at the time of increasing the pressure of the wheel cylinders 7 and 8 becomes large, and the slip state of the wheels may immediately reach a predetermined value or more. However, according to the present embodiment, when the vehicle travels on the low μ road, the supply of the drive current value is reduced, so that the pump discharge pressure can be reduced, and when the wheel cylinder pressure is increased on the low μ road, the substantially low μ road is obtained. It is possible to increase the wheel cylinder pressure with a pressure increase gradient suitable for.

Further, in the first predetermined value and the second predetermined value which are compared with the drive current value when the duty time control is executed as described above, the first predetermined value and the second predetermined value are set. Is set to a different value, and the duty time control is executed until the drive current value becomes equal to or larger than the second predetermined value, so that switching to the duty time control for the drive current is not performed more than necessary. be able to.
That is, it is possible to prevent the switching from the normal drive current supply state to the duty time control not to be executed more frequently than necessary.

The present invention is not limited to the above embodiment, but can be variously modified as follows. For example, in the above embodiment, the deceleration of the vehicle body is calculated from the braking force applied to each wheel in step 200. However, regardless of this, the road surface condition of the road surface on which the vehicle is traveling is calculated from the braking force. That is, the road surface friction coefficient or the like may be estimated and determined. When the braking force of the wheels is large, it is determined that the current road surface condition is a high μ road where a large wheel cylinder pressure can be applied and a large wheel braking force can be generated, and the braking force is small. In this case, it can be determined that the road is a low μ road where the wheel cylinder pressure cannot be increased so much. For such determination, the friction force on the low μ road and the high μ road or on the traveling road surface is determined by comparing the braking force calculated in step 190 with one or more predetermined values determined in advance. The coefficient may be determined stepwise. Then, after step 210, the antiskid control reference is selected based on the road surface condition (road surface friction coefficient) thus determined. For example, the vehicle body speed, the wheel cylinder pressure increasing timing and the pressure increasing gradient, the pressure reducing timing, the pressure reducing gradient, and the like may be changed based on the road surface state.

In step 180, the driving current value is corrected by using the temperature in the pump and the vicinity thereof and the power supply voltage detected in steps 150 and 160, respectively. However, the pump discharge pressure calculated in step 190 may be corrected from the uncorrected drive current value based on the temperature and power supply voltage information. Alternatively, when the vehicle deceleration is calculated in step 200 based on the uncorrected pump discharge pressure calculated from the uncorrected drive current value, or when the road surface condition is determined, information on the temperature and the power supply voltage is obtained. The determination of the vehicle body deceleration or the road surface condition may be corrected based on the above. Even in this case, it is possible to obtain the same effect as that of the above-described embodiment, and it is possible to execute the proper anti-skid control.

In the above embodiment, the drive current value of the motor 53 is monitored as a means for detecting the pump discharge pressure. However, the pump discharge pressure is directly detected by a pressure gauge or the like regardless of this. May be. Further, even if the duty time control is executed by using the pump discharge pressure detected in this way and the drive state of the pump is controlled, the same effect as in the above embodiment can be obtained.

In the above embodiment, when the vehicle deceleration or the road surface condition is calculated and estimated, the drive current value supplied to the motor 53 is intermittently monitored, and the drive current value when the wheel cylinder pressure is increased. The pump discharge pressure was detected from. At this time, the ECU 50 determines that the wheel cylinder pressure is increasing in the anti-skid control,
Based on this determination, calculation estimation of the wheel cylinder pressure, the wheel braking force, the vehicle body deceleration, and the road surface condition may be executed. This is because when holding or reducing the wheel cylinder pressure, the brake fluid pressure from the pump 10 is cut by a valve or the like and is returned to the reservoir, so the wheel cylinder pressure cannot always be calculated from the pump discharge pressure. Is. Therefore, it is possible to more accurately estimate the vehicle body deceleration or the traveling road surface condition from the pump discharge pressure, or the drive current value in the above-described embodiment, only when the wheel cylinder pressure is increased.

Further, in the above embodiment, the temperature of the pump 10, the power supply voltage, etc. are detected and the detection result of the drive current value supplied to the motor 53 is corrected. However, the same effect can be obtained by correcting the vehicle body deceleration calculated from the drive current value in step 180 instead of correcting the drive current value. Further, in order to accurately calculate the pump discharge pressure, the power supply voltage value is monitored and the correction is executed based on this result. However, not limited to this, the voltage applied to the motor 53 is monitored and the correction is executed. You may do it.

When the road surface condition is determined from the brake fluid discharge pressure of the pump, that is, when the road surface condition is determined from the motor drive current value, calculation is performed for each wheel, and the pressure increase timing and The magnitude of the pressure increasing gradient, or the pressure reducing timing and the magnitude of the pressure reducing gradient may be changed. It is also possible to calculate the vehicle body deceleration from the braking force of the wheels in step 200 and determine the road surface state of the road on which the vehicle is traveling based on the vehicle body deceleration as in the above embodiment. That is, if the vehicle body deceleration is large, it is assumed that the vehicle is traveling on a high μ road that can generate such a large vehicle body deceleration, and if the vehicle body deceleration is small, it is a low μ that can generate only a small deceleration. It is also possible to determine that the vehicle is traveling on a road. Of course, the road surface condition can be determined more finely by comparing the vehicle body deceleration with a plurality of predetermined values.

Further, in the above-mentioned embodiment, the present invention is applied to the brake system having the hydraulic circuit as shown in FIG. 2. However, the present invention is not limited to this and, for example, Japanese Patent Application Laid-Open No. 61- Even if the hydraulic circuit described in Japanese Patent No. 202965 is adopted, the same effect as that of the above-described embodiment can be obtained.

[0069]

According to the present invention, by detecting the discharge pressure of the pump, it is possible to easily estimate the deceleration of the vehicle body or the state of the road surface on which the vehicle is running, and perform the antiskid control accurately. It is possible to provide. It is also possible to provide an anti-skid control device that realizes a pump drive state suitable for the anti-skid control state based on the detection result of the discharge pressure of the pump and reduces noise and vibration due to the pump.

[Brief description of drawings]

FIG. 1 is a block diagram showing a characteristic configuration of the present invention.

FIG. 2 is a hydraulic circuit diagram of a brake system to which the anti-skid control device according to the present invention is applied.

FIG. 3 is a characteristic diagram showing a relationship of pump discharge amount-driving current value-wheel cylinder pressure.

FIG. 4 is a flowchart showing a control flow of the anti-skid control device according to the present invention.

FIG. 5 is a characteristic diagram showing a relationship of pump discharge amount-driving current value-wheel cylinder pressure.

[Explanation of symbols]

 1 Brake Pedal 2 Master Cylinder 7, 8 Wheel Cylinder 10 Pump 50 Electronic Control Unit ECU 51 Power Supply 52 Motor Drive Unit 53 Motor 54 Temperature Sensor

 ─────────────────────────────────────────────────── ─── Continuation of the front page (72) Inventor Naohiko Tsuru 1-1-1, Showa-cho, Kariya city, Aichi Nihon Denso Co., Ltd.

Claims (29)

[Claims] 1. An anti-skid control execution means for executing the anti-skid control according to a slip state of a wheel when the vehicle is being braked, and controlling the slip state to an optimum state according to the magnitude of a vehicle deceleration, and an anti-skid control drive. And a pump that discharges the increased brake fluid pressure toward the wheel cylinders, and a detection that detects the brake fluid discharge pressure of the pump when the wheel cylinder pressure is increased in the antiskid control. And anti-skid control execution means for executing anti-skid control based on the vehicle deceleration calculated by the operation means. An anti-skid control device characterized by: 2. The detecting means monitors a drive current value for driving the pump, and estimates the brake fluid discharge pressure of the pump at the time of increasing the wheel cylinder pressure in the anti-skid control from the drive current value. The anti-skid control device according to claim 1. 3. An anti-skid control execution means that is executed according to a slip state of wheels when a vehicle is being braked, and controls the slip state to an optimum state according to a road surface state, and driving and boosting during the anti-skid control. In an anti-skid control device having a pump that discharges brake fluid pressure toward a wheel cylinder, a detection unit that detects the brake fluid discharge pressure of the pump when the wheel cylinder pressure is increased in the anti-skid control, Based on the brake fluid discharge pressure detected by the detecting means, a determining means for determining the road surface state of the vehicle is running, the anti-skid control execution means, the road surface state determined by the determining means. An anti-skid control device characterized by executing anti-skid control based on the above. 4. The detection means monitors a drive current value for driving the pump, and estimates the brake fluid discharge pressure of the pump at the time of increasing the wheel cylinder pressure in the anti-skid control from the drive current value. The anti-skid control device according to claim 3, wherein 5. The pump is driven by a motor, and has a power supply voltage detection means for detecting a power supply voltage of a power supply for supplying a drive current to the motor, and the detection means detects the power supply voltage according to a change in the power supply voltage. The anti-skid control device according to claim 2 or 4, further comprising a correction unit that corrects a drive current value of the pump. 6. The pump is driven by a motor, and has a power supply voltage detection means for detecting a power supply voltage of a power supply for supplying a drive current to the motor, and the arithmetic means drives the drive means in response to a change in the power supply voltage. The anti-skid control device according to claim 2, further comprising a correction unit that corrects a calculation value when converting the vehicle body deceleration from the current. 7. The pump is driven by a motor, and has a power supply voltage detecting means for detecting a power supply voltage of a power supply for supplying a drive current to the motor, and the judging means drives the drive according to a change in the power supply voltage. The anti-skid control device according to claim 4, further comprising a correction unit that corrects a determination result when determining a road surface state from an electric current. 8. The pump is driven by a motor, and has an applied voltage detecting means for detecting an applied voltage to the motor, and the drive current value detected by the detecting means is detected according to a change in the applied voltage. The anti-skid control device according to any one of claims 2 and 4 to 7, further comprising a correction means for correcting. 9. The pump is driven by a motor, and has an applied voltage detecting means for detecting an applied voltage to the motor, wherein the computing means changes the drive current from the vehicle body deceleration in response to a change in the applied voltage. The anti-skid control device according to claim 2, further comprising a correction unit that corrects the calculation value when performing the conversion calculation. 10. The pump is driven by a motor, and has an applied voltage detection unit that detects an applied voltage to the motor, and the determination unit determines a road surface state from the drive current according to a change in the applied voltage. The anti-skid control device according to claim 4, further comprising a correction unit that corrects the determination result when the determination is performed. 11. A drive for the pump, which has a temperature detecting means for detecting the temperature of the pump or the motor, or the temperature of the pump and the vicinity of the motor, and which is detected by the detecting means according to the detection result of the temperature detecting means. 9. The anti-skid control device according to claim 2, further comprising a correction means for correcting the current value. 12. A temperature detecting means for detecting the temperature of the pump or the motor, or the temperature of the pump and the vicinity of the motor, wherein the calculating means subtracts the vehicle body from the drive current according to the detection result of the temperature detecting means. 3. A correction means for correcting the calculated value when the speed is converted and calculated.
Anti-skid control device described in. 13. A temperature detecting means for detecting the temperature of the pump or the motor, or the temperature in the vicinity of the pump and the motor, wherein the determining means determines the road surface condition from the drive current according to the detection result of the temperature detecting means. The anti-skid control device according to claim 4, further comprising a correction unit that corrects the determination result when determining. 14. Anti-skid control execution means for executing the anti-skid control during braking of the vehicle according to the slip state of the wheels, and controlling the slip state to an optimum state according to the magnitude of the vehicle deceleration, and the anti-skid control drive. In the anti-skid control device having a pump that discharges the boosted brake fluid pressure toward the wheel cylinder, the pump is driven by a motor, and a detection unit that detects a drive current value supplied to the motor, Anti-skid means for comparing the output result of the detection means with a predetermined value, and reducing the drive current value supplied to the motor below the predetermined drive current value when the output result is less than the predetermined value. When the pump discharge pressure increases in response to control and the output result exceeds the predetermined value, the drive current value supplied to the motor is An anti-skid control device comprising: increasing means for increasing the drive current value to a predetermined value. 15. Anti-skid control execution means, which is executed in response to a slip state of wheels during braking of a vehicle, and controls the slip state to an optimum state in accordance with a traveling road surface state of the vehicle, and an anti-skid control drive. In the anti-skid control device having a pump that discharges the boosted brake fluid pressure toward the wheel cylinder, the pump is driven by a motor, and a detection unit that detects a drive current value supplied to the motor, Anti-skid means for comparing the output result of the detection means with a predetermined value, and reducing the drive current value supplied to the motor below the predetermined drive current value when the output result is less than the predetermined value. The drive current value supplied to the motor when the pump discharge pressure increases according to the control and the output result exceeds the predetermined value. And an increasing means for increasing the drive current value to the predetermined drive current value, the anti-skid control device. 16. Anti-skid control execution means for executing the anti-skid control during the braking of the vehicle according to the slip state of the wheels and controlling the slip state to the optimum state according to the magnitude of the vehicle body deceleration, and the anti-skid control drive. And a pump that discharges the boosted brake fluid pressure toward the wheel cylinders, wherein the pump is driven by a motor, and a detection unit that detects a drive current supplied to the motor; The output result of the detection means is compared with a first predetermined value which is set to a value smaller than the predetermined drive current value, and when the output result is equal to or less than the first predetermined value, the motor is detected. The output result of the reducing means for reducing the supplied drive current from the predetermined drive current and the second predetermined value is compared with the output result of the detecting means. The increasing means for increasing the drive current supplied to the motor to the predetermined drive current when the output current exceeds the second predetermined value, and the increasing means for increasing the output result until the output result becomes the second predetermined value or more. An anti-skid control device comprising: prohibition means for prohibiting execution. 17. An anti-skid control execution means for executing the anti-skid control according to a slip state of a wheel when braking a vehicle and controlling the slip state to an optimum state according to a traveling road surface state of the vehicle, and a drive during the anti-skid control. And a pump that discharges the boosted brake fluid pressure toward the wheel cylinders, wherein the pump is driven by a motor, and a detection unit that detects a drive current supplied to the motor; The output result of the detection means is compared with a first predetermined value which is set to a value smaller than the predetermined drive current value, and when the output result is equal to or less than the first predetermined value, the motor is detected. The output result of the reduction means for reducing the supplied drive current from the predetermined drive current and the output result of the detection means is compared with a second predetermined value. Is greater than or equal to the second predetermined value, increasing means for increasing the driving current supplied to the motor to the predetermined driving current; and the increasing means until the output result is greater than or equal to the second predetermined value. And a prohibition means for prohibiting the execution of the anti-skid control device. 18. Anti-skid control execution means for executing the anti-skid control during the braking of the vehicle according to the slip state of the wheels, and controlling the slip state to the optimum state according to the magnitude of the vehicle deceleration, and the anti-skid control drive. And a pump that discharges the boosted brake fluid pressure toward the wheel cylinders, wherein the pump is driven by a motor, and a detection unit that detects a drive current supplied to the motor; The output result of the detection means is compared with a first predetermined value which is set to a value smaller than the value of the predetermined drive current, and when the output result is equal to or less than the first predetermined value, the motor is detected. The output result of the reducing means for reducing the supplied drive current from the predetermined drive current and the second predetermined value is compared with the output result of the detecting means. The increasing means for increasing the drive current supplied to the motor above the predetermined drive current when the drive current value is equal to or higher than the second predetermined value, and the drive current value is increased until the drive current value is equal to or higher than the second predetermined value. An anti-skid control means for prohibiting execution of the increasing means; and a calculation means for converting the deceleration of the vehicle at the time of increasing the wheel cylinder pressure in the anti-skid control from the detection result of the detection means. The control execution means executes anti-skid control based on the vehicle deceleration calculated by the calculation means. 19. Anti-skid control execution means for executing the anti-skid control during the braking of the vehicle according to the slip state of the wheels and controlling the slip state to the optimum state according to the road surface state of the vehicle, and the anti-skid control drive. And a pump that discharges the boosted brake fluid pressure toward the wheel cylinders, wherein the pump is driven by a motor, and a detection unit that detects a drive current supplied to the motor; The output result of the detection means is compared with a first predetermined value which is set to a value smaller than the value of the predetermined drive current, and when the output result is equal to or less than the first predetermined value, the motor is detected. The output result of the reduction means for reducing the supplied drive current from the predetermined drive current and the output result of the detection means is compared with a second predetermined value. Is greater than or equal to the second predetermined value, increasing means for increasing the drive current supplied to the motor above the predetermined drive current; and until the drive current value is greater than or equal to the second predetermined value. The anti-skid control execution means comprises a prohibition means for prohibiting execution of the increasing means, and a judgment means for judging the road surface state of the road surface on which the vehicle is traveling from the detection result of the detection means. An anti-skid control device, which executes anti-skid control based on a road surface state degree determined by the means. 20. Pump drive state determining means for determining whether the motor is being supplied with the predetermined drive current or being supplied with a current smaller than the predetermined drive current by the reducing means. If the pump drive state determination means determines that the drive state of the pump is being supplied with a current smaller than the predetermined drive current by the reduction means, the drive current value is used to determine the vehicle body. 15. The method of conversion calculation to deceleration is changed, as claimed in claim 14 or claim 1.
The anti-skid control device according to claim 6 or claim 18. 21. Pump drive state determining means for determining whether the motor is being supplied with the predetermined drive current or being supplied with a current smaller than the predetermined drive current by the reducing means. If the pump drive state determination means determines that the drive state of the pump is being supplied with a current smaller than the predetermined drive current by the reduction means, the drive current value determines the road surface. 20. The antiskid control device according to claim 15, 17 or 19, wherein a determination method for determining the state is changed. 22. The anti-skid control execution means,
The anti-body according to claim 14 or 16, or 18 or 20, wherein the method for estimating and calculating the vehicle body speed of the vehicle is changed based on the vehicle body deceleration calculated by the calculating means. Skid control device. 23. The anti-skid control execution means comprises:
Based on the road surface condition determined by the determination means,
The anti-skid control device according to claim 15, 17 or 19, wherein the method for estimating and calculating the vehicle body speed of the vehicle is changed. 24. The anti-skid control execution means comprises:
In the anti-skid control, the wheel cylinder pressure increasing timing and the magnitude of the pressure increasing gradient, or the pressure reducing timing and the magnitude of the pressure reducing gradient are changed according to the vehicle body deceleration which is the output result of the calculating means. The anti-skid control device according to claim 14 or claim 16 or claim 18 or claim 20 or claim 22. 25. The anti-skid control execution means comprises:
In the anti-skid control, the wheel cylinder pressure increasing timing and the magnitude of the pressure increasing gradient, or the pressure reducing timing and the magnitude of the pressure decreasing gradient are changed according to the road surface condition which is the result of the determination by the determination means. Claim 15 or Claim 17 or Claim 1
The anti-skid control device according to claim 9 or claim 21 or claim 23. 26. The anti-skid control device according to claim 16, wherein the first predetermined value is set to a value different from the second predetermined value. 27. The reduction means executes duty time control in which energization and de-energization of a motor drive current supplied to the motor are repeated at a predetermined ratio. Item 27. The anti-skid control device according to any one of Items 26. 28. A correction for correcting the drive current value detected by the detection means in accordance with a change in the power supply voltage, the power supply voltage detecting means for detecting a power supply voltage of a power supply for supplying a drive current to the motor. 28. The antiskid control device of claim 27, further comprising means. 29. The pump is driven by a motor, and has applied voltage detection means for detecting an applied voltage to the motor, and the drive current value detected by the detection means is detected according to a change in the applied voltage. 29. The anti-skid control device according to claim 27 or 28, further comprising correction means for correcting.