JPH09240450A - Braking fluid pressure control device for automobile - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a braking fluid pressure, control device for an automobile, with the starting condition for the automatic braking process of which optimized. SOLUTION: A braking fluid pressure control device is equipped with a braking pedal footing stroke detecting means 300, a time detecting means 304, a braking pedal footing speed operating means 305, a road surface resistance judging means 310, an ABS operating condition judging means 311, a threshold value judging means 3O6, and with an automatic braking process control means 307, and allows an automatic braking process to be started when a brake pedal exceeding a threshold value is in operation, or when an ABS is in operation, and furthermore when no low coefficient μ is detected in a road surface condition while the brake pedal exceeding a threshold value is in operation.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle braking fluid pressure control device, and more particularly to a vehicle braking fluid pressure control device in which the starting conditions of an automatic braking process are optimized.

[0002]

2. Description of the Related Art As a conventional vehicle braking hydraulic pressure control device, one disclosed in Japanese Patent Laid-Open No. 7-76267 is known. This vehicle brake hydraulic pressure control device uses the threshold value of the depression speed and the depression amount of the brake pedal as a criterion for starting the automatic braking process, and after the start of the automatic braking process, a larger braking pressure generated from the position of the brake pedal is used. Is automatically established.

That is, when the brake pedal depression speed and the depression amount exceed the set threshold value, the automatic braking process is performed, and a larger braking pressure generated from the brake pedal position is automatically established.

[0004]

However, the braking hydraulic pressure control device for an automobile disclosed in the above-mentioned Japanese Patent Laid-Open No. 7-76267 is irrespective of whether the road surface is high μ or low μ regardless of the state of the road surface. Further, regardless of the operating state of the anti-lock brake device (hereinafter referred to as ABS), when the operation speed of the brake pedal exceeds the threshold value, the automatic braking process is started, and a larger braking pressure generated from the brake pedal position is automatically established. Was.

When the automatic braking process is started irrespective of the condition of the ABS regardless of the condition of the road surface, for example, generally on a low μ road, the wheel braking pressure does not need to be very high. Therefore, when the automatic braking process is started on the low μ road, the braking pressure is increased more than necessary, and the locking tendency of the wheels is increased. Also, in recent years, in order to improve safety, ABS tends to be installed in automobiles, and even if the automatic braking process is started on a low μ road,
Does not cause the wheels to lock, but the automatic braking process operation and the ABS decompression operation in particular cause the hydraulic pressure from the master cylinder to the wheel side in the vehicle brake hydraulic pressure control device. If the brake fluid becomes high in pressure in the passage, the high-pressure brake fluid may act on the piston of the master cylinder and the seal cup fitted to this piston, and the durability of members such as the piston and seal cup may be impaired. This happens.

In addition, in the braking fluid pressure control device for automobiles,
For example, when the brake fluid has a high pressure in the hydraulic pressure passage portion from the master cylinder to the wheel side, this high pressure also acts on the brake pedal, which adversely affects the driver's brake pedal depression, that is, the brake pedal feeling. The result is that

Therefore, as mentioned above, the automatic braking process is not started, especially on a low μ road.
It is considered desirable for an S-equipped vehicle that the automatic braking process not be started, especially on low μ roads.

The present invention aims to further optimize the starting condition of the automatic braking process.

[0009]

In order to solve the above technical problems, the use of an excess of a threshold value of an amount relating to the operation of a brake pedal as a criterion for starting an automatic braking process, and after starting the automatic braking process, a brake is applied. In a braking fluid pressure control device for an automobile, which automatically establishes a larger braking pressure generated from a pedal position, a brake pedal depression amount detecting means for detecting a depression amount of a brake pedal due to operation of a brake pedal, and the brake pedal depression amount. Time detection means for detecting the time required to move the brake pedal depression amount detected by the detection means, and a brake pedal associated with the operation of the brake pedal based on the detection outputs from the brake pedal depression amount detection means and the time detection means The brake pedal depression speed calculation means for calculating the depression speed of Threshold judgment means for comparing and comparing the brake pedal depression speed calculated by the brake pedal depression speed calculation means with the set first threshold value; and antilock brake device operating state judging means for judging the operating state of the antilock brake device. A road surface state determining means for determining a road surface state, an automatic braking for controlling the automatic braking process based on the determination results of the threshold value determining means, the antilock brake device operating state determining means, and the road surface state determining means. A braking fluid pressure control device for an automobile is configured by including a process control means.

Preferably, the antilock brake device operating state determination means determines that the antilock brake device is in an operating state, and the road surface state determination means determines that the road surface is low μ. A braking fluid pressure control device for an automobile, which is characterized by controlling an automatic braking process, is desirable.

Preferably, the threshold value determining means also makes a comparison determination with the brake pedal depression amount detected by the brake pedal depression amount detecting means and a second threshold value that is set, and the automatic braking process control means includes the brake pedal. A braking hydraulic pressure control device for an automobile is preferable, which controls the automatic braking process based on a determination result of the depression amount and the second threshold value.

Preferably, a braking process detecting means for detecting the presence of the braking process is provided, and the brake pedal pressing amount can be detected by the brake pedal pressing amount detecting means based on the detection output of the braking process detecting means. A braking fluid pressure control device for an automobile is preferable, wherein the time detection means starts measuring time.

Preferably, the braking process detecting means is a brake pedal operation detecting means for detecting the existence of a braking process from the presence or absence of a brake pedal operation, and the brake pedal is detected based on a detection output of the brake pedal operation detecting means. A brake fluid pressure control device for an automobile is preferable, in which the depression amount detection means starts detection of the brake pedal depression amount, and the time detection means starts time measurement.

Preferably, there is provided a vehicle body speed detecting means for detecting a vehicle body speed, and each of the means is operable based on a detection result of the vehicle body speed detecting means. Equipment preferred.

Preferably, the automatic braking process end determination means for determining the end of the automatic braking process is provided, and the automatic braking process control means determines the automatic braking process based on the determination result of the automatic braking process end determination means. A braking hydraulic pressure control device for an automobile, which is controlled, is desirable.

[0016] Preferably, the automatic braking process is a part of the braking fluid pressure generator, and the vacuum booster is operated by supplying power to a vacuum booster which operates by operating a brake pedal or receiving power. A braking hydraulic pressure control device for an automobile is desirable, which is performed by operating the device.

As shown in the outline of the configuration of the invention in FIG.
The braking fluid pressure control device for an automobile according to claim 1, wherein when the vehicle starts running and the driver depresses the brake pedal,
The brake pedal depression amount detection means 303 starts detection of the brake pedal depression amount associated with the operation of the brake pedal, and the time detection means 304 starts time measurement.

Brake pedal depression amount detecting means 303
When the brake pedal depression amount is detected by, the detected numerical value is sent to the brake pedal depression speed calculation means 305, and the time from the start of the depression of the brake pedal by the time detection means 304 to the time when the detected value is reached. Is detected and the value of the detected time is sent to the brake pedal depression speed calculation means 305.

Brake pedal depression amount detecting means 303
The brake pedal depression speed calculation means 305, which has received the detection results of the time detection means 304 and the time detection means 304, calculates the brake pedal depression speed associated with the operation of the brake pedal on the basis of each detection result, and the calculation result is sent to the threshold value determination means 306. Sent.

Brake pedal depression speed calculation means 30
The threshold value judging means 306 which has received the calculation result from No. 5 compares and judges the brake pedal depression speed with the first threshold value, and the judgment result is sent to the automatic braking process control means 307.

Further, the road surface resistance judgment means 310 judges the road surface resistance, and the judgment result is the automatic braking process control means 30.
7

Further, the ABS operating state determining means 311 determines the operating state of the ABS, and the determination result is sent to the automatic braking process control means 307.

Threshold value judging means 306, road surface resistance judging means 3
10. The automatic braking process control means 307, which has received the determination result from the ABS operating state determination means 311, determines whether or not the automatic braking process is necessary. If it is determined that the automatic braking process is required, the braking is performed. The hydraulic braking device 309 starts the automatic braking process.

A braking fluid pressure control device for an automobile according to claim 2 is
In addition to the operation of claim 1, when the vehicle starts running and the driver depresses the brake pedal, the brake pedal depression amount detection means 303 starts detection of the brake pedal depression amount associated with operation of the brake pedal, and time detection is performed. The means 304 starts measuring time.

Brake pedal depression amount detecting means 303
When the maximum value of the brake pedal depression amount is detected by, the detected numerical value is sent to the brake pedal depression speed calculation means 305, and the time detection means 304 causes the maximum depression amount of the brake pedal from the start of the depression of the brake pedal. Is detected, and the value of the detected time is sent to the brake pedal depression speed calculation means 305.

Brake pedal depression amount detecting means 303
The brake pedal depression speed calculation means 305, which has received the detection results of the time detection means 304 and the time detection means 304, calculates the brake pedal depression speed associated with the operation of the brake pedal on the basis of each detection result, and the calculation result is sent to the threshold value determination means 306. Sent.

Brake pedal depression speed calculation means 30
When the threshold value judging means 306 which has received the calculation result from 5 judges that the brake pedal depression speed is equal to or higher than the first threshold value, the judgment result is sent to the automatic braking process control means 307.

Further, the road surface resistance judgment means 310 judges the road surface resistance, and the judgment result is the automatic braking process control means 30.
7

Further, the ABS operating state determining means 311 determines the operating state of the ABS, and the determination result is sent to the automatic braking process control means 307.

Threshold value judging means 306, road surface resistance judging means 3
10. The automatic braking process control means 307 that has received the determination result from the ABS operating state determining means 311 determines that the brake pedal depression speed is equal to or higher than the first threshold value and the ABS is in the inactive state, or the brake pedal When it is determined that the depression speed is equal to or higher than the threshold value, the ABS is in the operating state, and the road surface state is other than low μ, the braking hydraulic pressure control device 309 starts the automatic braking process.

A braking fluid pressure control device for an automobile according to claim 3 is
In addition to the action of claim 1 or claim 2, when the maximum value of the brake pedal depression amount is detected by the brake pedal depression amount detection means 303, the detection result is sent to the threshold value determination means 306 to detect the brake pedal depression amount. Threshold value judging means 306 that has received the detection result from the calculating means 303
Thus, when it is determined that the brake pedal depression amount is equal to or greater than the second threshold value, the determination result is sent to the automatic braking process control means 307.

Threshold value judging means 306, road surface resistance judging means 3
10. In the automatic braking process control means 307 that has received the determination result from the ABS operation state determination means 311, the brake pedal depression speed is the first threshold value or more, the brake pedal depression amount is the second threshold value or more, and the ABS is in the inoperative state. Or the brake pedal depression speed is equal to or greater than a threshold value, the brake pedal depression amount is equal to or greater than a second threshold value, the ABS is in an operating state, and the road surface condition is other than low μ. In the pressure control device 309, the automatic braking process is started.

According to a fourth aspect of the present invention, there is provided a brake fluid pressure control device for an automobile.
In addition to the operation according to any one of claims 1 to 3, the braking process detection means 302 detects the start of the braking process,
The detection output is sent to the brake pedal depression amount detecting means 303 and the time detecting means 304.

The brake pedal depression amount detection means 303 and the time detection means 304, which have received the detection output from the braking process detection means 302, start detection of the brake pedal depression amount and time.

A braking fluid pressure control device for an automobile according to claim 5 is:
In addition to the operation of claim 4, when the brake pedal is depressed, the brake pedal operation detecting means as the braking process detecting means 302 detects the depression operation of the brake pedal, that is, the start of the braking process, and the detected output is Brake pedal depression amount detecting means 303 and time detecting means 3
04 and sent to.

The brake pedal depression amount detecting means 303 having received the detection output starts detection of the brake pedal depression amount associated with the operation of the brake pedal, and the time detecting means 304 having received the detection output detects the time required for operating the brake pedal. Detection is started.

A braking fluid pressure control device for an automobile according to claim 6 is
In addition to the operation according to any one of claims 1 to 5, when the vehicle body speed detecting unit 301 detects that the vehicle body speed is equal to or higher than a set value, the threshold value setting is related based on the detection result. Each means for doing so is enabled.

A braking fluid pressure control device for an automobile according to claim 7 is:
In addition to the operation according to any one of claims 1 to 6, when the automatic braking process end condition determining means 308 determines that the automatic braking process end condition is satisfied, the determination result is the automatic braking process control means. Sent to 307.

Upon receipt of the determination result, the automatic braking process control means 307 terminates the automatic braking process in the braking hydraulic pressure control device 309.

The automatic braking hydraulic pressure control device according to claim 8 is:
In addition to the operation according to any one of claims 1 to 7, the automatic braking process control means 307 activates the vacuum booster to start and end the automatic braking process.

[0041]

Embodiments of the present invention will be specifically described below.

As shown in FIG. 2, reference numeral 1 denotes an automobile braking hydraulic pressure control device, which includes a brake pedal 17, a vacuum booster 2 and a master cylinder 3 as a hydraulic pressure generation device, and an ABS (a hydraulic pressure control device). Anti-lock brake device) 4, release switch 30, brake pedal depression amount sensor 3
6, a wheel speed sensor 37, and an electronic control unit 29.

The vacuum booster 2 will be described in detail. The housing 10 includes a third shell 11, a second shell 12, and a first shell 13. The housing 10 has a second shell 12 and a first shell 13 airtightly fitted inside a third shell 11. A sealed space Rb is formed between the first shell 13 and the second shell 12. A movable wall 15 is provided in the space Rb. The interior of the space Rb is provided by the movable wall 15, and further the variable pressure chamber Rb1 and the constant pressure chamber R
It is divided into b2. The movable wall 15 is the annular plate 1
51 and a diaphragm 152. The inner peripheral portion of the annular plate 151 is engaged with the outer peripheral portion of the power piston 16. The inner periphery of the diaphragm 152 is supported by the outer periphery of the power piston 16 and is sandwiched by a sandwiching member, and the outer periphery is formed by the first shell 13 and the second shell 12.
It is held airtight.

A closed space Ra is formed between the third shell 11 and the second shell 12. A movable wall 14 is provided in the space Ra. The interior of the space Ra is further divided by a movable wall 14 into a variable pressure chamber Ra1 and a constant pressure chamber Ra2. The movable wall 14 includes an annular plate 141 and a diaphragm 142. Annular plate 141
Is supported on the outer periphery of the power piston 16.
The outer peripheral end of the diaphragm 142 is airtightly sandwiched between the second shell 12 and the third shell 11, and the inner peripheral end is sandwiched by the power piston 16, the annular plate 141, and the sandwiching member. The communication passage 1 is provided inside the power piston 16.
6a and 16b are formed. The communication path 16a connects the constant pressure chamber Ra2 and the constant pressure chamber Rb2. Communication passage 16
b connects the transformation chamber Ra1 and the transformation chamber Rb1.

A plurality of bolts are fixed to the first shell 13. The first shell 13 is attached to a dashboard (not shown) by bolts.

A connector (not shown) for fixing the space Ra2 to a negative pressure source (not shown) such as an internal combustion engine is fixed to the third shell 11.

An annular seal fixed to the second shell 12 is provided between the second shell 12 and the power piston 16.
A bush is provided. Further, between the first shell 13 and the power piston 16, there is provided an annular seal and a bush clamped and fixed to the first shell 13. The power piston 16 is supported by respective seals and bushes, and can slide in the axial direction of the housing 10.

Inside the power piston 16, an air cleaner 18, an input rod 19, a control valve 20,
The valve plunger member 21, the solenoid 22, and the output rod 34 are inserted.

FIG. 3 shows the valve plunger member 21 of FIG.
It is an expanded sectional view of the peripheral part of. 3, the valve plunger member 21 includes a first valve plunger 23 that supports the input rod 19 and a second valve plunger 24. The first valve plunger 23 has a transmission rod 23a on the output side, and has an input side. Atmospheric control seat portion 23b is provided at the side end, and movement in the input / output direction is regulated by key 35. Second valve plunger 24 includes movable core 241 and slider valve 242 which engage with each other. The slider valve 242 is provided with a negative pressure control seat 242a at the input end. Further, a spring 27 for urging the second valve plunger 24 to the output side is interposed between the first valve plunger 23 and the second valve plunger 24.

A ball joint portion 191 is formed at one end of the input rod 19. Ball joint 19
1 is inserted into the first valve plunger 23 and fixed by caulking, and the input rod 19 is slidably supported by the first valve plunger 23. The other end of the input rod 19 is connected to the brake pedal 17 (in FIG. 2).

Input rod 19 and valve plunger member 2
A control valve is formed between the control valve 1 and the control valve 1. The control valve is a seat portion 20 a of the control valve 20 urged toward the valve plunger 21 by a spring 25.
A negative pressure control seat 16 a provided on the power piston 16, an atmospheric control seat 23 b provided on the first valve plunger 23, and a negative pressure control seat 242 a provided on the slider valve 242. It consists of. The control valve 20 is interposed between the outer circumference of the input rod 19 and the inner circumference of the power piston 16.
One end of a spring 26 for urging the input rod 19 toward the initial position is in contact with the spring. The other end of the spring 26 is in contact with the flange of the input rod 19.

Outer periphery of movable core 241 and power piston 1
A solenoid 22 is disposed between the inner circumference of the solenoid 6 and the solenoid 22 and is attached to a case 28 that covers the solenoid 22 and the movable core 241. The case 28 is engaged with the transmission rod 23a, and the case 28 including the solenoid 22 also moves in the input / output axis direction in accordance with the movement of the input rod 19 along the input / output axis.

The solenoid 22 is electrically connected to an electronic control unit 29 (in FIG. 2) arranged outside the housing 10.

Outer periphery of solenoid 22 and power piston 1
A release switch 30 is attached to the case 28 and between the inner circumference of the case 6. The release switch 30 is a means for detecting the movement of the input rod 19 in the axial direction with respect to the housing 10, the presence or absence of the operation of the brake pedal 17, and the presence of a braking process. The release switch 30 includes a substantially rod-shaped sensor 30a that is movable (slidable) substantially parallel to the input / output axis.
a extends to the input side along the inner wall of the housing 10 substantially in parallel to the input / output axis, and faces the detection surface facing the output side of the housing 10. In the initial state, the sensor 30a is in contact with the detection surface. The release switch 30 is also electrically connected to the electronic control device 29 (FIG. 2), and transmits an OFF signal to the electronic control device 29 in an initial state.

A reaction disk 31 is provided on the output side of the transmission rod 23a. The reaction disk 31 is provided on a reaction disk retainer 32,
The reaction disc retainer 32 is in contact with the output-side end face of the power piston 16.

In FIG. 2, a spring 33 is interposed between the power piston 16 and the housing 10, and the spring 33 urges the power piston 16 toward the input side via a reaction disc retainer 32.

A brake pedal depression amount sensor 36, which is a part of the brake pedal depression amount detecting means, is arranged in an airtight manner so as to be fitted to the third shell 11 in front of the movable wall 14 and project outside the housing 10. Has been done.

The brake pedal depression amount sensor 36 is
A substantially rod-shaped sensor 36a movable (slidable) substantially parallel to the input / output axis is provided. The sensor 36a extends to the input side along the inner wall of the housing 10 substantially parallel to the input / output axis, and the movable wall 1
4 faces the detection surface facing the output side. The brake pedal depression amount sensor 36 detects the movement of the input rod 19 from the movement of the movable wall 14 in the axial direction, and furthermore, the depression amount of the brake pedal 17, and is electrically connected to the electronic control unit 29.

An output rod 34 is arranged in contact with the output side end surface of the reaction disc 31. The master cylinder 3 and the ABS 4 are arranged on the output side of the output rod 34 outside the housing 10. The master cylinder 3 and the ABS 4 normally act on the brake via hydraulic pressure according to the output from the output rod 34, and when the speed difference between the vehicle body speed and the drive wheels becomes large, the braking force is temporarily increased. The ABS 4 is electrically connected to the electronic control unit 29.

Wheel speed sensors 37a, 37b, 37c, 37d, which are a part of road surface resistance determining means and detect the wheel speed, are provided on the wheels FR, FL, RR, RL, respectively. Wheel speed sensors 37a, 37b, 37c, 3
7d is also electrically connected to the electronic control unit 29.

The electronic control unit 29, as shown in FIG.
CPU 38 and ROM 3 mutually connected via a bus
9, a microcomputer 44 comprising a RAM 40, a timer 41, an input port 42 and an output port 43. The release switch 30, the brake pedal depression amount sensor 36, and the wheel speed sensors 37a to 37
The output signal of d is configured to be input to the CPU 38 from the input port 42 via the amplifier circuits 45a to 45f, respectively. Further, from the output port 43, a control signal is output to the solenoid 22 via the solenoid drive circuit 46a constituting the automatic braking process control means, and a control signal is output to the ABS 4 via the braking force control circuit 46b. Is configured. Microcomputer 4
4, the ROM 39 stores a program corresponding to each flow chart shown in FIGS. 5 and 6, the CPU 38 executes the program while the ignition switch (not shown) is closed, and the RAM 40 executes the program. Temporarily stores necessary variable data.

Next, the operation of the vehicle brake hydraulic pressure control device 1 of the present embodiment will be described with reference to FIGS.
FIG. 5 is a flowchart of the automatic braking process according to the present embodiment, and FIG. 6 is a flowchart of determining road surface resistance.

First, the normal operation of the vehicle brake hydraulic pressure control device 1 will be described. When the brake pedal 17 is depressed, the input rod 19 moves toward the inside of the power piston 16, and along with the movement of the input rod 19, the valve plunger member 21, the case 28 and the release switch 30 also slide inside the power piston 16. Release switch 30
The sensor 30a is separated from the detection surface of the housing 10 and an ON signal is sent to the electronic control unit 29, and the seal portion 20a of the control valve 20 is urged toward the output side by the spring 25 to interlock with the valve plunger member 21. The seal portion 20a contacts the negative pressure control seat portion 16a to cut off the communication between the constant pressure chambers Ra2 and Rb2 and the variable pressure chambers Ra1 and Rb1, and after the seal portion 20a contacts the negative pressure control seat 16a, The atmosphere control seat portion 23b of the valve plunger 23 is separated from the seal portion 20a, and the variable pressure chambers Ra1 and R1 are removed.
Atmosphere is introduced into b1, and constant pressure chambers Ra2, Rb2 and transformer chamber R
A pressure difference is generated between a1 and Rb1, and the movable wall 14,
Propulsive force is generated in 15 and the power piston 16. When the movable walls 14 and 15 and the power piston 16 are moved to the output side, the output rod 34 is moved via the reaction disc retainer 32 and the reaction disc 31, and the movement of the output rod 34 causes the master cylinder 3 to generate hydraulic pressure. Raise and brake the vehicle drive wheels via ABS4.

On the other hand, the wheel F is detected by the wheel speed sensor 39.
The wheel speeds of R, FL, RR, and RL are detected, and the program of the flowchart for determining the road surface resistance of FIG. 6 is executed in the electronic control unit 29. That is, step 20
In step 1, it is determined whether or not the ABS 4 has started to operate. The average value of the wheel speeds is subtracted to calculate the wheel speed difference Vd. Then, in step 203, when the front-rear wheel speed difference Vd exceeds the predetermined value Kv, the estimated vehicle body speed is calculated based on the wheel speed detected by the wheel speed sensor 39 in step 204, and then the estimated vehicle body speed changes. The rate is calculated, the estimated vehicle body speed change rate Dvso is compared with a predetermined value, and the estimated vehicle body speed change rate Dvso is set to a predetermined value 0.2G.
If it is determined that the road surface resistance is less than μ, the road surface resistance is estimated to be low μ in step 205, and if it is determined to be large in step 204, the road surface resistance is estimated to be not low μ. . Therefore, the braking force control circuit 46b drives the ABS 4 based on at least the estimated road surface resistance and according to the detection output of the wheel speed sensor 39, and controls the brake fluid pressure supplied to the wheel cylinders to control the wheels FR, FL, RR. , RL
The braking force for is properly controlled.

When the depression of the brake pedal 17 is released, the input rod 19 moves toward the outside of the power piston 16, and along with the movement of the input rod 19, the valve plunger member 21, the case 28, and the release switch 30 are the power piston. Slide inside 16 to release switch 30
The sensor 30a comes into contact with the detection surface facing the output side of the housing 10 due to the movement of the
A signal is transmitted to the electronic control unit 29, and the air control sheet portion 23b comes into contact with the seal portion 20a, and the transformer chambers Ra1, Rb
1 and the atmosphere is cut off, and the seal portion 20a moves together with the valve plunger member 21 by the further movement of the valve plunger member 21, so that the seal portion 20a is detached from the negative pressure control seat portion 16a, and the constant pressure chamber Ra2 is released. , Rb2 and the transformation chambers Ra1, Rb1 are communicated, and the transformation chambers Ra1, Rb
The atmosphere in 1 flows into the constant pressure chambers Ra2 and Rb2, and the constant pressure chamber R2
The pressure difference between a2 and Rb2 and the variable pressure chambers Ra1 and Rb1 disappears, and the movable walls 14 and 15 and the power piston 16 return to their initial positions. With the return of the power piston 16 to the initial position, the output rod 34 also returns to the initial position, so that the master cylinder 3 lowers the hydraulic pressure and releases the brake to the drive wheels of the vehicle. Next, the operation of the vehicle braking hydraulic pressure control device 1 in which the automatic braking process is performed will be described. When the ignition switch (not shown) is closed,
Execution of the program corresponding to the flowchart of FIG. 6 starts. When the program starts running, step 10
1, the wheel speed sensors 37a, 37b, 37c,
The wheel speed is detected by the wheel speed sensor 37d.
The estimated vehicle body speed is calculated on the basis of the output signal of, and if the vehicle body speed V is equal to or higher than the set value Vt, the process proceeds to step 102, and if not, the process returns to step 101. When the vehicle starts running at the set value Vt or more and the driver depresses the brake pedal 17, the input rod 19 moves toward the inside of the power piston 16, and the case 28 and the release switch 30 also move as the input rod 19 moves. Sliding in the power piston 16, the sensor 30a of the release switch 30 is separated from the detection surface of the housing 10 in step 102, and an ON signal is sent to the electronic control unit 29.
The release switch 30 detects that the brake pedal 17 is depressed. Further release switch 30
Is sent to the timer 41 and the brake pedal depression amount sensor 36 via the electronic control unit 29,
The brake pedal 17 is activated by the timer 41 that receives the signal.
The detection of the time associated with the depression of the brake pedal is started, and the detection of the brake pedal depression amount is started by the brake pedal depression amount sensor 36 which has received the signal.

In step 103, the maximum depression amount Se0 (mm) of the brake pedal is detected by the brake pedal depression amount sensor 36 from the movement amount of the movable wall 14 in the axial direction according to the depression amount of the brake pedal 17, and the detection output is obtained. The maximum value Se0 of the brake pedal depression amount by the operation of the brake pedal 17 is sent to the electronic control unit 29, and the maximum value Se0 of the brake pedal depression amount is calculated in step 104.
And the amount of depression of the brake pedal after the brake pedal 17 detected by the timer 41 is depressed reaches the maximum value S
The brake pedal depression speed Vp0 (mm / sec) is calculated from the time (sec) elapsed until e0 is taken.

In step 105, the preset first threshold value of the brake pedal depression speed Vpt (mm / sec) is set in step 106 to the preset second threshold value of the brake pedal depression amount. The threshold value Spt (mm) is called.

In step 107, the brake pedal depression speed Vp0 is compared with the threshold value Vpt of the brake pedal depression speed, and if the brake pedal depression speed Vp0 is equal to or more than the threshold value Vpt of the brake pedal depression speed, the brake is applied in step 108. The pedal depression amount Sp0 is compared with the brake pedal depression amount threshold value Spt. If the brake pedal depression amount Sp0 is equal to or more than the brake pedal depression amount threshold value Spt, this brake pedal is determined from the determination results of step 107 and step 108. It is determined that the operation of 17 is a sudden braking operation.

Here, in order to further optimize the starting condition of the automatic braking process, in step 109, the above-mentioned ABS
If the operation state of No. 4 is detected and the operation of the ABS 4 is before the start, in step 111, the automatic braking process is performed.

In step 109, the above-described ABS
If the operation state of No. 4 is detected and the operation of the ABS 4 is started, the determination of the road surface resistance described above is performed in step 110, and the road surface resistance at which the vehicle is currently running is low μ. It is determined whether or not. If it is determined that the road surface resistance is not low μ in step 110, the automatic braking process is performed in step 111.

That is, in step 111, the solenoid 22 is driven by sending a signal to the solenoid drive circuit 46a to drive the solenoid 22. As the solenoid 22 is driven, the movable core 241 moves to the input side, and the slider valve 242 also moves to the input side with the movement of the movable core 241.
The second negative pressure control seat portion 242a contacts the seal portion 20a to block the communication between the constant pressure chambers Ra2 and Rb2 and the variable pressure chambers Ra1 and Rb1, and further movement of the slider valve 242 causes the seal portion 20a to move to the input side. Move and seal part 20
a is the atmosphere control seat portion 2 of the first valve plunger 23.
The air is introduced into the variable pressure chambers Ra1 and Rb1 by leaving 3b to generate a pressure difference between the constant pressure chambers Ra2 and Rb2 and the variable pressure chambers Ra1 and Rb1 to generate a propulsive force in the power piston 16. When the power piston 16 moves toward the output side, the output rod 34 moves via the reaction disc retainer 32 and the reaction disc 31, and the movement of the output rod 34 raises the hydraulic pressure in the master cylinder 3 to reduce the ABS (anti-antilock). Brake system 4 to brake the drive wheels of the vehicle. That is, it will automatically establish a braking pressure greater than that which would result from the position of the brake pedal 17.

In step 112, the brake pedal 17 is released and the input rod 1 is released.
9 moves toward the outside of the power piston 16, and as the input rod 19 moves, the first valve plunger 23 and the case 28 slide inside the power piston 16, and the case 28
The release switch 30 attached to the case 28 also moves to the input side by the movement of the release switch 30.
When the sensor 30a moves to the input side of the housing 1,
It is determined whether or not the release switch 30 sends an OFF signal to the electronic control unit 29 by contacting the detection surface facing the output side of 0, that is, whether or not the ending condition of the automatic braking process is satisfied. It

If it is determined in step 112 that the release switch 30 has not transmitted the OFF signal to the electronic control unit 29, it is determined that the automatic braking process is necessary, and the automatic braking process is continued in step 111. Is done. On the other hand, the release switch 30 is
When it is determined that the FF signal is transmitted to the electronic control unit 29, that is, the condition for ending the automatic braking process is satisfied, it is determined that the automatic braking process is no longer necessary, and the solenoid 22 is driven in step 113. To release. Since the driving of the solenoid 22 is released, the second valve plunger 24 is returned to the initial position, the negative pressure control seat portion 242a is separated from the seal portion 20a, and the seal portion 20a becomes the atmosphere of the first valve plunger. Control seat 2
3b, and the non-contact with the negative pressure control seat portion 16a of the power piston, the constant pressure chambers Ra2, Rb2 and the variable pressure chambers Ra1, Rb1 are communicated with each other, and the variable pressure chambers Ra1, Rb are connected.
The atmosphere in b1 is caused to flow into the constant pressure chambers Ra2 and Rb2, and the pressure difference between the constant pressure chambers Ra2 and Rb2 and the variable pressure chambers Ra1 and Rb1 disappears. Constant pressure chambers Ra2 and Rb2 and variable pressure chamber Ra
1, the pressure difference between Rb1 and Rb1 disappears, the power piston 16 returns to the initial position, and the power piston 1
With the return of 6 to the initial position, the output rod 34 also returns to the initial position, so that the master cylinder 37 lowers the hydraulic pressure and releases the brake of the drive wheels of the vehicle. Step 10
If the brake pedal depression speed Vp0 is less than or equal to the threshold value Vpt of the brake pedal depression speed in step 7, or if the brake pedal depression amount Sp0 is less than or equal to the threshold value of the brake pedal depression amount Spt in step 108, The depression is determined to be a normal brake operation, and the solenoid 22 is not driven. Therefore, the normal braking process described above is performed, the operation of the brake pedal 17 is released, and the release switch 30 sends an OFF signal to the electronic control unit 29.

If the road surface resistance is determined to be low μ in step 110, it is not necessary to activate the automatic braking process.
The solenoid 22 is not driven. Therefore, the normal braking process described above is performed, the operation of the brake pedal 17 is released, and the release switch 30 sends an OFF signal to the electronic control unit 29.

As described above, according to the vehicle braking hydraulic pressure control device 1 of the present embodiment, the road surface condition is low μ by performing the determination of the operating state of the ABS 4 and the road surface condition. Since the automatic braking process is not activated when the ABS 4 is in operation, the brake fluid does not become high pressure in the vehicle hydraulic fluid pressure control device, for example, in the hydraulic pressure passage portion from the master cylinder 3 to the wheel side. Therefore, there is no possibility that the high-pressure brake fluid acts on the piston of the master cylinder 3 and the seal cup fitted to the piston, thereby impairing the durability of members such as the piston and the seal cup. .

Further, in the brake fluid pressure control device 1 for an automobile,
For example, since the brake fluid does not have a high pressure in the hydraulic pressure passage portion from the master cylinder 3 to the wheel side, the high pressure acts on the brake pedal 17 to respond to the driver's depression of the brake pedal, that is, the brake pedal feel. There is no adverse effect on the ring.

Therefore, it is possible to provide a braking hydraulic pressure control device for an automobile in which the starting condition of the automatic braking process is further optimized.

In addition, the brake pedal depression speed Vp
Since not only 0 but also the brake pedal depression amount Sp0 is determined, more reliable sudden braking operation can be detected.

Since the release switch 30 is provided, the brake pedal depression amount sensor 36 and the timer 4 are provided.
1 means that the detection is started based on the ON signal of the release switch 30 and the detection is ended based on the OFF signal of the release switch 30, so that the operation timings of the brake pedal depression amount sensor 36 and the timer 41 are optimized. In addition, since the operation of the automatic braking process is ended based on the OFF signal of the release switch 30, it is possible to optimize the end timing of the automatic braking process.

When the vehicle speed is detected and the vehicle speed is equal to or higher than the set value, the threshold value V of the brake pedal depression speed is set.
Since the program relating to the setting of the threshold value pt and the threshold value Spt of the brake pedal depression amount can be operated, it is possible to prevent unnecessary data from being taken in when setting the threshold value. Low speeds that are not considered necessary (eg 1 hour / hour
It prevents the automatic braking process from starting below 0 km).

In the present embodiment, the brake pedal depression amount sensor 36, which detects the depression amount of the brake pedal 17 from the axial movement of the movable wall 14, is used to detect the depression amount of the brake pedal 17. The configuration is not limited to, for example, the brake pedal 17
A sensor that detects the amount of depression of the brake pedal 17 directly from the controller may be used.

Further, in this embodiment, the brake pedal depression amount detecting means is the brake pedal depression amount sensor 3 for analogly detecting the brake pedal depression amount.
6 and a brake pedal depression amount calculation circuit 42 that calculates the detection result of the brake pedal depression amount sensor 36. The vehicle brake fluid pressure of the present invention using a device that directly detects the brake pedal depression amount. Similar effects can be obtained in the control device as well.

Further, in the present embodiment, the release switch 30 detects whether or not the brake pedal 17 is operated, but the present invention is not limited to this structure.
For example, the same operation and effect can be obtained in the vehicle brake hydraulic pressure control device of the present invention which is provided directly on the brake pedal 17 and is provided with a device for detecting the presence or absence of an operation.

Further, when estimating the road surface resistance, it is not necessary to regulate the operation in relation to the vehicle body speed. Therefore, the braking hydraulic pressure control device for an automobile of the present invention capable of estimating the road surface resistance at any vehicle body speed. Also in, the same effect can be obtained.

Further, in the present embodiment, the automatic braking process is performed from the brake pedal position by activating the boosting action by supplying and driving the solenoid 22 in the vacuum booster 2. A large braking pressure is automatically established, but for example,
This pump unit is operated by using ABS (Anti-Lock Brake System) as a hydraulic control device equipped with a pump unit capable of independently applying hydraulic pressure to each wheel cylinder of wheels FR, FL, RR, RL. Therefore, by applying a braking force to the wheels, a similar braking effect can be obtained in the vehicle braking hydraulic pressure control device of the present invention in which a larger braking pressure generated from the brake pedal position is automatically established.

Further, in the present embodiment, the detection output from the brake pedal depression amount sensor 36 is calculated by the electronic control unit 29, so that the brake pedal 17
Before the brake pedal is depressed, that is, from the brake pedal depression amount 0, the maximum value Se0 of the total brake pedal depression amount until the brake pedal 17 is depressed and the brake pedal depression amount reaches the maximum value is calculated.
The timer 41 detects the time from the depression of the brake pedal 17 to the maximum value Se0 of the brake pedal depression amount, and the electronic control unit 29 detects the maximum value Se0 of the brake pedal depression amount and the timer 41. The brake pedal depressing speed Vp0 is calculated from this time, but the invention is not limited to this. For example, the timer 41 detects a time (for example, 0.006 seconds) at predetermined equal intervals, and the brake is applied. The detection output from the pedal depression amount sensor 36 is calculated by the electronic control unit 29, whereby the brake pedal depression amount within a predetermined time interval (for example, 0.006 seconds) is calculated, and each of these is calculated. The maximum value of the brake pedal depression amount within a predetermined time interval is Large brake pedal depression amount Se0
Is detected as the brake pedal depression speed Vp0, and the brake pedal depression speed Vp0 is calculated from the maximum brake pedal depression amount Se0 and the time (for example, 0.006 seconds) detected at predetermined intervals by the timer 41. When calculating the hydraulic pressure control device or the brake pedal depression speed Vp0, the timer 41 detects the time (for example, 0.006 seconds) at predetermined equal intervals, and the detection output from the brake pedal depression amount sensor 36 is output. Electronic control unit 2
9, the brake pedal depression amount within a predetermined time interval (for example, 0.006 seconds) is calculated, and the brake pedal depression amount within each predetermined time interval is calculated. The maximum value is detected from among the maximum values, and the brake pedal depression speed Vp0 is calculated from this maximum brake pedal depression amount and the time (for example, 0.006 seconds) at predetermined regular intervals detected by the timer 41. When the maximum brake pedal depression amount Se0 is calculated, the detection output from the brake pedal depression amount sensor 36 is calculated in the electronic control unit 29, so that before the brake pedal 17 is depressed, that is, from the brake pedal depression amount 0. , The brake pedal 17 is depressed, and the brake pedal depression amount reaches the maximum value. Similar advantages are achieved also in the automotive brake fluid pressure control apparatus of the present invention the maximum value Se0 total brake-pedal depression amount is calculated up.

Further, in the present embodiment, the release switch 30 serves not only as the braking process detecting means but also as the automatic braking process end condition determining means, but it goes without saying that the release switch 30 is not particularly limited to this configuration. .

Further, in the present embodiment, the OFF signal of the release switch 30 is used as the termination condition for the automatic braking process, but it goes without saying that it is not limited to this.

Although the present invention has been described based on the above embodiments, the present invention is not limited to the above embodiments, but includes various embodiments according to the principle of the present invention.

[0090]

As described above, according to the first aspect of the invention, the automatic braking process is controlled not only by exceeding the threshold value of the amount related to the brake operation but also by the road surface condition and the ABS operating condition. Therefore, it is possible to provide a braking fluid pressure control device for an automobile in which the starting condition of the automatic braking process is further optimized.

According to the invention of claim 2, in addition to the effect of the invention of claim 1, when the road surface condition is low μ and the ABS is in operation, the automatic braking process is not activated, so that the vehicle braking In the fluid pressure control device, for example, because the brake fluid does not have a high pressure in the fluid pressure path portion from the master cylinder to the wheel side, high pressure is applied to the piston of the master cylinder and the seal cup fitted to this piston. There is no fear that the brake fluid that has acted will act to impair the durability of members such as the piston and the seal cup.

Further, in the vehicle brake fluid pressure control device, since the brake fluid does not have a high pressure in the fluid pressure path portion from the master cylinder to the wheel side, the high pressure acts on the brake pedal to drive the vehicle. It does not adversely affect the person's brake pedal depression, that is, the brake pedal feeling.

Therefore, it is possible to provide a braking fluid pressure control device for an automobile in which the starting condition of the automatic braking process is further optimized.

According to the invention of claim 3, in addition to the effect of claim 1 or claim 2, not only the brake pedal depression speed but also the brake pedal depression amount is determined. Brake operation can be detected.

According to the invention of claim 4, in addition to the effect of the invention according to any one of claims 1 to 3, the braking process detecting means is provided, and the brake operation detecting means is provided. It is possible to optimize the operation timings of the pedal depression amount detecting means and the time detecting means.

According to the invention of claim 5, in addition to the effect of the invention of claim 4, by providing the brake operation detecting means, the operation timings of the brake pedal depression amount detecting means and the time detecting means are optimized. It is possible.

According to the invention of claim 6, in addition to the effect of the invention of any one of claims 1 to 5, the vehicle speed detecting means is provided, so that, for example, an automatic braking process is started in a low speed range. It is possible to prevent being

According to the invention of claim 7, in addition to the effect of the invention according to any one of claims 1 to 6, the automatic braking process end condition determining means is provided, so that the ending timing of the automatic braking process is completed. It is possible to optimize.

According to the invention of claim 8, in addition to the effect of the invention described in any one of claims 1 to 7, an operation mode of an automatic braking process is shown.

According to the invention of claim 8, in addition to the effect of the invention of any one of claims 1 to 7,

[Brief description of drawings]

FIG. 1 is a block diagram showing an outline of the present invention.

FIG. 2 is a connection diagram of a vehicle braking hydraulic pressure control device according to an embodiment.

3 is a partially enlarged view of the vacuum booster of FIG.

FIG. 4 is a block diagram showing a configuration of the electronic control device of FIG. 2;

FIG. 5 is a flowchart for determining the operation of the automatic braking process according to the embodiment.

FIG. 6 is a flowchart of road surface resistance estimation according to the embodiment.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 Automotive braking hydraulic pressure control device 2 Vacuum booster device 3 Master cylinder 4 ABS 17 Brake pedal 29 Electronic control device 30 Release switch 36 Brake pedal depression amount sensor 37 Wheel speed sensor 46a Solenoid drive circuit 41 Timer 301 Body speed detection means 302 Braking process detection means 303 Brake pedal depression amount detection means 304 Time detection means 305 Brake pedal depression speed calculation means 306 Threshold value determination means 307 Automatic braking process control means 308 Automatic braking process end condition determination means 309 Braking hydraulic pressure control device 310 Road surface determination means 311 ABS operating state determination means

Claims (8)

[Claims] 1. The method according to claim 1, wherein an excess of a threshold value of a quantity relating to the operation of the brake pedal is used as a criterion for starting an automatic braking process.
After the start of the automatic braking process, a brake fluid pressure control device for an automobile, which automatically establishes a larger braking pressure generated from the brake pedal position, detects a brake pedal depression amount associated with the operation of the brake pedal. Means, a time detecting means for detecting a time required to move the brake pedal depression amount detected by the brake pedal depression amount detecting means, and a detection output from the brake pedal depression amount detecting means and the time detecting means. Brake pedal stepping speed calculating means for calculating the stepping speed of the brake pedal associated with the operation of the brake pedal, and a threshold value for comparing and judging the brake pedal stepping speed calculated by the brake pedal stepping speed calculating means with a set first threshold value. Determination means,
Antilock brake device operating state determining means for determining the operating state of the antilock brake device, road surface state determining means for determining the road surface state, determination results of the threshold value determining means, the antilock brake device operating state determining means, and the above A braking hydraulic pressure control device for an automobile, comprising: an automatic braking process control unit that controls the automatic braking process based on a determination result of a road surface state determination unit. 2. The automatic lock control device according to claim 1, wherein the antilock brake device operating state determining means determines that the antilock brake device is in an operating state, and the road surface state determining means determines that the road surface is low μ. The vehicle brake fluid pressure control device according to claim 1, wherein the braking process is controlled. 3. The threshold value determining means also makes a comparison determination with the brake pedal depression amount detected by the brake pedal depression amount detecting means and a set second threshold value, and the automatic braking process control means comprises the brake pedal depression amount. 3. The automatic braking process is controlled based on the determination result of the amount and the second threshold value.
Brake hydraulic pressure control device for automobile. 4. A braking process detecting means for detecting the existence of a braking process, wherein the brake pedal pressing amount can be detected by the brake pedal pressing amount detecting means based on a detection output of the braking process detecting means. The braking hydraulic pressure control device for an automobile according to any one of claims 1 to 3, wherein time measurement is started by the time detection means. 5. The braking process detecting means is a brake pedal operation detecting means for detecting the presence of a braking process from the presence or absence of a brake pedal operation, and the brake pedal depression is performed based on a detection output of the brake pedal operation detecting means. 5. The vehicle brake fluid pressure control device according to claim 4, wherein the amount detecting means starts detection of the brake pedal depression amount, and the time detecting means starts time measurement. 6. A vehicle body speed detecting means for detecting a vehicle body speed is provided, and each of the means is operable based on a detection result of the vehicle body speed detecting means.
The braking hydraulic pressure control device for an automobile according to any one of 5 above. 7. An automatic braking process end determination means for determining the end of the automatic braking process, wherein the automatic braking process control means controls the automatic braking process based on the determination result of the automatic braking process end determination means. The braking hydraulic pressure control device for an automobile according to any one of claims 1 to 6, characterized in that: 8. The vacuum booster by supplying electric power to a vacuum booster which is a part of a brake fluid pressure generating device and is operated by operating a brake pedal or receiving power. The braking hydraulic pressure control device for a vehicle according to claim 1, wherein the braking hydraulic pressure control device is performed by operating the brake fluid pressure control device.