WO1997041020A1 - Unite de commande de la force de freinage - Google Patents
Unite de commande de la force de freinage Download PDFInfo
- Publication number
- WO1997041020A1 WO1997041020A1 PCT/JP1997/001465 JP9701465W WO9741020A1 WO 1997041020 A1 WO1997041020 A1 WO 1997041020A1 JP 9701465 W JP9701465 W JP 9701465W WO 9741020 A1 WO9741020 A1 WO 9741020A1
- Authority
- WO
- WIPO (PCT)
- Prior art keywords
- control
- pressure
- wheel
- brake
- wheel cylinder
- Prior art date
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Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
- B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
- B60T8/34—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition
- B60T8/42—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition having expanding chambers for controlling pressure, i.e. closed systems
- B60T8/4275—Pump-back systems
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
- B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
- B60T13/66—Electrical control in fluid-pressure brake systems
- B60T13/68—Electrical control in fluid-pressure brake systems by electrically-controlled valves
- B60T13/686—Electrical control in fluid-pressure brake systems by electrically-controlled valves in hydraulic systems or parts thereof
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T7/00—Brake-action initiating means
- B60T7/12—Brake-action initiating means for automatic initiation; for initiation not subject to will of driver or passenger
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
- B60T8/24—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to vehicle inclination or change of direction, e.g. negotiating bends
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
- B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
- B60T8/321—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration deceleration
- B60T8/3255—Systems in which the braking action is dependent on brake pedal data
- B60T8/3275—Systems with a braking assistant function, i.e. automatic full braking initiation in dependence of brake pedal velocity
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
- B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
- B60T8/34—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition
- B60T8/44—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition co-operating with a power-assist booster means associated with a master cylinder for controlling the release and reapplication of brake pressure through an interaction with the power assist device, i.e. open systems
- B60T8/445—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition co-operating with a power-assist booster means associated with a master cylinder for controlling the release and reapplication of brake pressure through an interaction with the power assist device, i.e. open systems replenishing the released brake fluid volume into the brake piping
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
- B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
- B60T8/34—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition
- B60T8/48—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition connecting the brake actuator to an alternative or additional source of fluid pressure, e.g. traction control systems
- B60T8/4809—Traction control, stability control, using both the wheel brakes and other automatic braking systems
- B60T8/4827—Traction control, stability control, using both the wheel brakes and other automatic braking systems in hydraulic brake systems
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
- B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
- B60T8/34—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition
- B60T8/48—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition connecting the brake actuator to an alternative or additional source of fluid pressure, e.g. traction control systems
- B60T8/4809—Traction control, stability control, using both the wheel brakes and other automatic braking systems
- B60T8/4827—Traction control, stability control, using both the wheel brakes and other automatic braking systems in hydraulic brake systems
- B60T8/4836—Traction control, stability control, using both the wheel brakes and other automatic braking systems in hydraulic brake systems wherein a booster output pressure is used for normal or anti lock braking
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
- B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
- B60T8/34—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition
- B60T8/48—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition connecting the brake actuator to an alternative or additional source of fluid pressure, e.g. traction control systems
- B60T8/4809—Traction control, stability control, using both the wheel brakes and other automatic braking systems
- B60T8/4827—Traction control, stability control, using both the wheel brakes and other automatic braking systems in hydraulic brake systems
- B60T8/4863—Traction control, stability control, using both the wheel brakes and other automatic braking systems in hydraulic brake systems closed systems
- B60T8/4872—Traction control, stability control, using both the wheel brakes and other automatic braking systems in hydraulic brake systems closed systems pump-back systems
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
- Y10S—TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y10S303/00—Fluid-pressure and analogous brake systems
- Y10S303/90—ABS throttle control
Definitions
- the present invention relates to a braking force control device, and more particularly to a braking force control device that performs braking force control using a master cylinder and a high-pressure source as a hydraulic pressure source.
- a braking force control device that generates a larger braking force than usual is known.
- the above conventional apparatus has a Burekibu Ichisu evening for generating a pressing force having a predetermined power ratio with respect to the brake pressing force F P.
- the pressing force of the brake booth is transmitted to the master cylinder.
- the master cylinder in accordance with the pressing force of the brake booth evening, that is, occur mass evening cylinder pressure P M corresponding to the brake pressing force F P.
- the above-described conventional apparatus includes a hydraulic pressure generating mechanism that generates an assist hydraulic pressure using the pump as a hydraulic pressure source.
- the hydraulic pressure generating mechanism generates an assist hydraulic pressure according to the drive signal supplied from the control circuit.
- the control circuit determines that the driver has performed an emergency braking operation, and requests the hydraulic pressure generating mechanism to request the maximum assist oil pressure.
- Output a signal.
- the assist hydraulic pressure generated by the hydraulic pressure generating mechanism is supplied to the change valve together with the master cylinder pressure PM / C. By switching the change valve, one of the assist hydraulic pressure generated by the hydraulic pressure generating mechanism and the master cylinder pressure PM / C is selectively supplied to the wheel cylinder.
- the brake pedal force F P is applied to the wheel cylinder.
- the master cylinder pressure P M / C adjusted to the hydraulic pressure according to the pressure is supplied.
- the control for forming such a state is referred to as normal control.
- a high-pressure assist hydraulic pressure using the pump as a hydraulic pressure source is supplied to the wheel cylinder.
- brake assist control the control for forming such a state. Therefore, the according to the conventional apparatus, the braking force is controlled to a size corresponding to the blur Ichiki ⁇ Ka F P in the normal, and after the emergency braking operation is detected, quickly surge braking force Can be done.
- the brake assist control is a control performed for the purpose of generating a wheel cylinder pressure P w / c sufficiently higher than the master cylinder pressure P M / C when an emergency braking operation is performed. .
- the brake assist control occurs, often a large pressure difference between the Hoirushiri Nda ⁇ P w / C and the master cylinder pressure P M / C is generated.
- the fluid pressure source of the foil cylinder is switched from the fluid pressure generation mechanism to the mass cylinder. Then, high-pressure brake fluid flows backward from the wheel cylinder toward the master cylinder. Then, the brake fluid flowing backward toward the master cylinder flows into the reservoir tank through the inside of the master cylinder. This is an undesirable phenomenon because it imposes an unnecessary load on the master cylinder and hinders rapid reduction of the wheel cylinder pressure P w / C. Disclosure of the invention
- the present invention has been made in view of the above-mentioned points, and has a brake assist system.
- Force control device for terminating the brake assist control without causing the high-pressure brake fluid stored in the wheel cylinder to flow back toward the master cylinder during execution of the brake control.
- the above-mentioned objects are to perform normal control for increasing the wheel cylinder pressure by using the master cylinder as a hydraulic pressure source, and to control the wheel cylinder pressure by using the high-pressure source as a hydraulic pressure source while the communication between the master cylinder and the wheel cylinder is cut off.
- a braking force control device for executing the brake assist control for increasing the pressure of the brake cylinder, when the end request of the brake assist control is generated, the communication between the wheel cylinder and the master cylinder is reduced after the wheel cylinder pressure is reduced.
- a braking force control device including end control means for returning the state to end the brake assist control.
- the wheel cylinder is connected to the mass cylinder during the execution of the normal control.
- the communication between the wheel cylinder and the master cylinder is cut off, and the wheel cylinder is connected to the high E source.
- the wheel cylinder pressure is increased by using the high pressure source as the hydraulic pressure source.
- a fluid pressure higher than the master cylinder pressure may be generated in the wheel cylinder.
- the termination control means reduces the wheel cylinder pressure before terminating the brake assist control. Therefore, when the brake assist control is terminated and the wheel cylinder is connected to the master cylinder, the high-pressure brake fluid does not flow backward from the wheel cylinder toward the mass cylinder.
- the above configuration may be configured as follows. That is, the brake control device increases the wheel cylinder pressure of the controlled wheel by using the high pressure source as a hydraulic pressure source in a state where the communication between the wheel cylinder of the controlled wheel and the master cylinder is interrupted.
- the suspension control is executed to generate a moment to stabilize the behavior.
- the said star After reducing the wheel cylinder pressure of the wheel not to be controlled by the billing control control, the communication state between the wheel cylinder of the wheel not to be controlled and the master cylinder is restored to terminate the brake assist control. Means.
- the wheel cylinder pressure of the wheel to be controlled is increased using the high-pressure source as the hydraulic pressure source during the execution of the quality control.
- the uncontrolled wheels are communicated with the master cylinder as in the case of normal control.
- the suspension control control takes precedence over the brake assist control
- it is connected to the wheel cylinder of the non-control target wheel. It will be necessary to change the hydraulic pressure source from the high pressure source to the master cylinder.
- the end specifying control means reduces the wheel cylinder pressure of the uncontrolled wheel before switching the hydraulic pressure source. For this reason, when switching from brake assist control to skidness control control, the high-pressure brake fluid does not flow backward from the wheel cylinders of the wheels to be uncontrolled to the mass cylinders.
- the end control means includes pressure reduction time calculation means for calculating a pressure reduction time of the wheel cylinder pressure based on the vehicle body deceleration and the master cylinder pressure at the time of the request for termination of the brake assist control. It may be a power control device.
- This configuration is effective in suppressing fluctuations in the mass cylinder pressure before and after the brake assist control is terminated. That is, in the configuration including the decompression time calculating means, in order to terminate the brake assist control without greatly changing the master cylinder pressure, the communication between the wheel cylinder and the master cylinder is performed by controlling the wheel cylinder pressure by the master cylinder pressure. It is appropriate to restore when the pressure becomes equal to the pressure.
- the time required for the brake fluid to flow out of the wheel cylinder to reduce the wheel cylinder pressure to the master cylinder pressure is the time when the pressure reduction starts.
- Cylinder E and master cylinder The time will be determined according to the date E.
- the decompression time calculating means starts the depressurization of the wheel cylinder pressure based on the vehicle deceleration and the master cylinder pressure at the time when the brake assist control termination request is generated, and then controls the wheel cylinder pressure to the master cylinder pressure. Calculate the time required to reduce the pressure to a pressure equivalent to the pressure.
- the vehicle is provided with an assist control restart unit that restarts the brake assist control after the end of the space control.
- This assist control restarting means is effective in achieving both a function of stabilizing the turning behavior of the vehicle and a function of generating a large braking force in an emergency.
- the brake assist control is temporarily terminated.
- the strategy control control ends, the brake assist control is immediately restarted. In this case, it is possible to effectively utilize the function of the brake assist control while giving priority to stabilizing the turning behavior of the vehicle.
- FIG. 1 is a system configuration diagram of a first embodiment of the present invention
- Fig. 2 is a diagram showing changes in the brake pedal force realized under various environments.
- FIG. 3 is a diagram showing the process in which the vehicle transitions to the spin state
- FIG. 4 is a diagram showing a process in which the vehicle shifts to a drift state
- FIG. 5 is a diagram showing a brake assist control in the braking force control device shown in FIG.
- FIG. 6 is a flowchart (part 2) of an example of a control routine executed by the braking force control device shown in FIG. 1 to determine whether or not to execute the brake assist control and to determine the necessity of termination.
- FIG. 7 is a flowchart of an example of a subroutine executed to realize the brake assist termination specific control in the braking force control device shown in FIG. 1,
- FIG. 8 is a system configuration diagram of a second embodiment of the present invention.
- FIG. 9 is a flowchart of an example of a subroutine executed to realize the brake assist end specific control in the braking force control device shown in FIG.
- FIG. 10 is a diagram showing the relationship between normal control, brake assist control, ABS control, and VSC control and the state of each solenoid in the first embodiment of the present invention.
- FIG. 11 is a diagram showing a relationship between the normal control, the brake assist control, and the state of each solenoid and pump according to the second embodiment of the present invention.
- FIG. 1 shows a system configuration diagram of an embodiment of the present invention.
- the damping pressure control device shown in FIG. 1 is controlled by an electronic control unit 10 (hereinafter, referred to as ECU 10).
- the braking pressure control device includes a pump 12.
- the pump 12 has a motor 14 as its power source.
- the suction port 12 a of the pump 12 communicates with the reservoir tank 16.
- the discharge port 12 b of the pump 12 communicates with the accumulation port 20 via a check valve 18.
- the pump 12 pumps the brake fluid in the reservoir tank 16 from its discharge port 12 b so that a predetermined hydraulic pressure is always accumulated in the accumulator 20.
- the accumulator 20 communicates with the high-pressure port 24 a of the regulator 24 and the regular-switching solenoid 26 (hereinafter referred to as STR 26) via the high-pressure passage 22.
- Regile night 4 includes a low-pressure boat 24 b communicating with the reservoir tank 16 via the low-pressure passage 28, and a control hydraulic boat 24 c communicating with the STR 26 via the control hydraulic passage 29.
- the STR 26 is a two-position solenoid valve that selectively makes one of the control hydraulic pressure passage 29 and the high-pressure passage 22 conductive. In a normal state, the control hydraulic pressure passage 29 is conductive, and Then, the high-pressure passage 22 is closed.
- the brake cylinder 30 is connected to the regulator 24, and the master cylinder 32 is fixed.
- the Regyuray 24 has a hydraulic chamber inside.
- the hydraulic chamber is always communicated with the control hydraulic boat 24c and selectively communicated with the high-pressure boat 24a or the low-pressure boat 2b according to the operation state of the brake pedal 30.
- the internal pressure of the hydraulic chamber is configured to be adjusted to the hydraulic pressure corresponding to the brake pressing force F P exerted on the brake pedal 3 0. Therefore, the Regiyure Isseki 2 4 control fluid pressure port 2 4 c, always liquid pressure appears in accordance with the braking pedal force F P.
- this hydraulic pressure is referred to as “regulation pressure PRE”.
- the master cylinder 32 has a first hydraulic chamber 32 a and a second hydraulic chamber inside.
- the first hydraulic passage 36 and the second hydraulic passage 38 communicate with the P valve 34.
- the P valve 34 supplies the master cylinder pressure PM / C directly to the first hydraulic passage 36 and the second hydraulic passage 38 when the master cylinder pressure PM / C is less than the specified value. I do. In a region where the master cylinder pressure PM / C exceeds a predetermined value, the P valve 34 supplies the master cylinder pressure PM / C to the first hydraulic pressure passage 36 as it is, and
- a hydraulic pressure sensor 40 for outputting an electric signal corresponding to the master cylinder pressure PM / C is additionally provided.
- the output signal of the hydraulic pressure sensor 40 is supplied to the ECU 10.
- the ECU 10 detects the master cylinder pressure PM / C generated in the master cylinder 32 based on the output signal of the oil pressure sensor 40.
- the third hydraulic passage 42 communicates with the above-mentioned STR 26.
- the third hydraulic passage 42 is brought into conduction with one of the control hydraulic passage 29 and the high-pressure passage 22 depending on the state of the STR 26.
- the wheel cylinders 44 FL, 44 FR disposed on the left and right front wheels FL, FR are connected to the first hydraulic pressure passage 36 communicating with the P valve 34 or the STR 26.
- the brake fluid pressure is supplied from the third fluid pressure passage 42 that is provided.
- the wheel cylinders 44 RL and 44 RR disposed on the left and right rear wheels RL and RR are connected to the second hydraulic pressure passage 38 communicating with the P valve 34 or the STR 26. Brake fluid pressure is supplied from the third fluid pressure passage 42.
- the first hydraulic passage 36 has a first assist solenoid 46 (hereinafter referred to as S A., 46) and a second assist solenoid 48 (hereinafter S A-2).
- the third hydraulic passage 42 has the right front wheel Holding Sorenoi de 5 0 (hereinafter, referred to as S FRH 5 0), the front left wheel holding Sole Neu de 5 2 (hereinafter, referred to as SFLH 5 2), and a third Assistant Tosore Neu de 5 4 (hereinafter, SA - 3 5 4).
- SFRH50 is a two-position solenoid valve that normally remains open.
- the SFRH 50 communicates with the SA-, 46 and the right front wheel decompression solenoid 58 (hereinafter, referred to as SFRR 58) via a pressure adjustment hydraulic passage 56.
- a check valve 6 between the third hydraulic passage 42 and the pressure adjusting hydraulic passage 56 allows only the flow of fluid from the pressure adjusting hydraulic passage 56 to the third passage 42. 0 is juxtaposed.
- S A-.46 is a 2-position solenoid valve that selectively connects one of the first hydraulic passage 36 and the pressure regulating hydraulic passage 56 to the wheel cylinder 44 FR. ), The first hydraulic passage 36 and the foil cylinder 4
- S FRR 58 is a hydraulic passage for pressure regulation.
- the S FRR 58 shuts off the pressure regulating hydraulic passage 56 and the reservoir tank 16 in a normal state (off state).
- SFLH 52 is a two-position solenoid valve that keeps the valve open under normal conditions.
- S FLH 5 2 via a pressure adjusting fluid pressure passage 6 2, SA - 2 4 8 and the left front wheel pressure-reducing Sorenoi de 6 4 communicates with (hereinafter referred to as SF LR 6 4).
- a check valve 6 is provided between the third hydraulic passage 42 and the pressure regulating hydraulic passage 62 to allow only the flow of fluid from the pressure regulating hydraulic passage 62 to the third passage 42. 6 are juxtaposed.
- S A- 2 4 8 is one of the first fluid pressure passage 3 6 and the pressure adjusting fluid pressure passage 6 2, a position solenoid valve which selectively conducts to the wheel cylinders 4 4 FL, normal state (OFF state ), The first hydraulic passage 36 and the foil cylinder 4
- S FLR 64 is a hydraulic pressure passage for pressure regulation.
- the SFLR 64 shuts off the hydraulic pressure control passage 62 and the reservoir tank 16.
- the second fluid pressure passage 3 8, SA described above - is communicated with the 3 5 4.
- right rear wheel holding solenoid 68 hereinafter referred to as SRRH 68
- SRRH 70 right rear wheel holding solenoid 70
- SRLH 70 left rear wheel holding solenoid 70
- SA - 3 5 4 is one of the second fluid pressure passage 3 8 and a third fluid pressure passage 4 2, a solenoid valve electrostatic two-position which selectively communicated with the SRRH 6 8 and SRLH 7 0, normal ( In the OFF state, the second hydraulic passage 38 communicates with the SRRH 68 and the SRLH 70.
- a wheel cylinder 44 RR and a right rear wheel decompression solenoid 74 communicate with a downstream side of the SRRH 68 via a pressure regulating hydraulic passage 72.
- the SRRR 74 is a two-position solenoid on-off valve that connects or disconnects the pressure-regulating hydraulic passage 72 and the reservoir tank 16 to each other. The reservoir tank 16 is shut off. Further, the check valve 7 permits only SA - 3 5 4 Doo pressure adjusting fluid pressure passage 7 between the 2, the pressure adjusting fluid pressure passage flows countercurrent Cow fluid 72 side to the SA - 3 5 4 side 6 Are juxtaposed.
- SRLR 80 a wheel cylinder 44 RL and a left rear wheel decompression solenoid 80 (hereinafter referred to as SRLR 80) are provided via a pressure regulating hydraulic passage 78.
- SRLR 80 is a two-position solenoid on-off valve that connects or disconnects the pressure regulating hydraulic pressure passage 78 and the reservoir tank 16. In the normal state (off state), the SRLR 80 is connected to the pressure regulating hydraulic pressure passage 78. The reservoir tank 16 is shut off.
- SA - 3 5 4 Doo pressure adjusting fluid pressure passage 7 is provided between the 8, a check valve 8 to permit fluid flow only in a direction from the pressure adjusting fluid pressure passage 7 8 side to the SA - 3 5 4 side 2 Are juxtaposed.
- a brake switch 84 is provided near the brake pedal 30.
- the brake switch 84 is a switch that generates an ON output when the brake pedal 30 is depressed.
- the output signal of the brake switch 84 is supplied to the ECU 10 ing.
- the ECU 10 determines whether or not a braking operation has been performed by the driver based on the output signal of the brake switch 84.
- wheel speed sensors 86 FL, 8 FL which generate pulse signals each time each wheel rotates a predetermined rotation angle are provided near the left and right front wheels FL, FR and the left and right rear wheels RL, RR. 6 FR, 86 RL and 86 RR (hereinafter, collectively referred to with reference numeral 86 *) are provided.
- the output signal of the wheel speed sensor 86 is supplied to the ECU 10.
- the ECU 10 detects the rotation speed of each wheel FL, FR, RL, RR, that is, the wheel speed of each wheel FL, FR, RL, RR, based on the output signal of the wheel speed sensor 86 * I do.
- the ECU 10 is connected to a steering angle sensor 88 that outputs a pulse signal according to the rotation angle and the rotation direction of the steering wheel.
- the ECU 10 detects the steering angle 0 based on the output signal of the steering angle sensor 88.
- the ECU 10 Based on the output signals of the hydraulic pressure sensor 40, the wheel speed sensor 86 *, the steering angle sensor 88, and the brake switch 84, the ECU 10 performs the above-mentioned STR 26, SA--, 46--, SA-- 2 4 8, SA- 3 5 4 , S FRH 5 0, SFLH52. S FRR 5 8, SFLR 64, SRRH 6 8, S RLH70, SRRR 74 and supplies the appropriate drive signal to SRLR 8 0.
- Brake pressure control apparatus when the vehicle state is stable, performs the normal control for generating a braking force corresponding to the brake pressing force F P exerted on the brake Bae Da Le 30.
- the normal control as shown in FIG. 1, STR 2 6, S A- , 4 6, S A- 248, SA- 3 54, SFRH50, SF LH 5 2, SF RR 58, SF LR 6 4, SRRH 6 8 , SRLH 70.
- SRRL 74 and SRLR 80 are all turned off. That is, in the state shown in FIG. 1, the wheel cylinders 44 FR and 44 FL are connected to the first hydraulic passage 36 and the wheel cylinders 44 RR.
- the brake fluid is represented by a master cylinder 32 and a foil cylinder 44 FR, 44 FL, 44 RL, 44 RR (hereinafter, when these are collectively referred to with a reference numeral 44 *). It will be exchanged between the respective wheels FL, FR, RL, in RR, braking force corresponding to the brake pressing force F P is generated.
- ABS control the execution condition of the anti-lock brake control
- the ECU 10 determines the wheel speed Vw F or Vw FR or Vw R or Vw RR of each wheel based on the output signal of the wheel speed sensor 86 "(hereinafter, these are collectively denoted by the symbol Vw, *). represents) is calculated, and based on their wheel speed Vw ,,, estimated value of vehicle speed by a known technique V s. (hereinafter, referred to as the estimated vehicle speed V so) for calculating a. then, the vehicle is braked
- the slip ratio S of each wheel is calculated according to the following equation, and if S exceeds the specified value, it is determined that the wheel may shift to the hooking state.
- ECU 1 0 When the execution condition of the ABS control is established, ECU 1 0 is, SA-, 4 6, and outputs a drive signal to SA- 2 4 8, and SA - 3 5 4.
- S 46 when S 46 is turned on, wheel cylinder 44 FR is cut off from first hydraulic passage 36 and communicated with pressure regulating hydraulic passage 56.
- SA - 2 4 8 is turned on, the wheel cylinder 4 4 FL is communicated to the pressure adjusting fluid pressure passage 6 2 is blocked from the first fluid pressure passage 3 6.
- the SA-354 when the SA-354 is turned on, the upstream side of the SRRH 68 and the SR LH 70 is shut off from the second hydraulic passage 38 and communicates with the third hydraulic passage 42.
- all the wheel cylinders 44 "are provided with respective holding solenoids SFRH 50, SFLH52, SRRH 68, SRLH 70 (hereinafter collectively referred to as holding solenoid S ** H), And communicates with each of the decompression solenoids SFRR 58, SFLR 64, SRR R 74, SRLR 80 (hereinafter collectively referred to as decompression solenoid S ** R), and all holding solenoids S, * upstream of H, via the third fluid pressure passage 4 2 and STR 2 6, Regiyure Isseki pressure P RE is derived.
- the holding cylinders S ,, H are closed and the decompression solenoids S, * R are closed, so that the wheel cylinder pressure Pw / c is kept unchanged.
- this state is referred to as “2 holding mode”.
- the ECU 10 appropriately controls the slip ratio S of each wheel during braking to an appropriate value, that is, so that each wheel does not shift to the locked state. Achieve the holding mode and 3 decompression mode.
- the wheel cylinder pressure Pw needs to be immediately reduced after the brake pedal 30 is released by the cultivator.
- the third hydraulic pressure from the side of the wheel cylinders 44 * is located in the hydraulic path corresponding to each wheel cylinder 44 *.
- Check valves 60, 66, 76, 82 are provided to allow the flow of the fluid toward the passage 42. Therefore, according to the system of the present embodiment, after the brake pedal 30 is released, the wheel cylinder pressure P w / C of all the wheel cylinders 44 * can be immediately reduced.
- the wheel cylinder pressure P w / c is controlled by supplying brake fluid from the regulator 24 to the wheel cylinders 44.
- the pressure is increased by supplying brake fluid from the pump 12 to the wheel cylinder 44 *, and the pressure is reduced by the brake fluid in the wheel cylinder 44 * flowing out to the reservoir tank 16. .
- the pressure increase of the wheel cylinder pressure Pw / C is performed using the master cylinder 32 as the hydraulic pressure source, the master cylinder will not operate when the pressure increase mode and the pressure reduction mode are repeated. In some cases, the brake fluid in the cylinder 32 gradually decreases, and a so-called flooring of the cylinder may occur.
- the ABS control is started when the possibility of shifting to the whipping state is detected for any of the wheels. Therefore, in order to start the ABS control, it is necessary to perform a braking operation to such an extent that a large slip ratio S is generated on any of the wheels.
- Figure 2 shows a temporal change in the brake pressing force F P exerted on the brake pedal 3 0 under various circumstances.
- the curves marked with 1 and 2 in Fig. 2 indicate that a skilled driver (hereinafter referred to as “advanced”) and a driver with low or weak skill (hereinafter referred to as “beginner”), respectively.
- Emergency braking Shows the change of the pressing force F P which appears in the case of performing the work.
- the emergency braking operation is an operation that is performed when the vehicle needs to be rapidly decelerated. Accordingly, the brake pressing force F P associated with an emergency braking operation, it is desirable to the extent that the ABS control is performed is large force sufficiently.
- the brake assist control when executed, when the brake pedal 30 is operated, the operation is intended to be an emergency braking operation, or a normal braking operation is performed. Intends It is necessary to determine with high accuracy whether or not this is the case.
- the curves denoted by 3 and 2 in Fig. 2 show the change in the brake pedal force F P that appears when the driver operates the brake pedal 30 with the intention of normal braking operation under various conditions. Show. As shown by the curve 1 to 4, the change in the brake pressing force F P associated with the normal braking operation is gentle as compared with the change of the vibration Ichiki ⁇ Ka F P associated with an emergency braking operation. Also, a convergent value of the brake pressing force F P associated with the normal braking operation is not so large as convergent value of the brake pressing force F P associated with an emergency braking operation.
- the operation speed and the operation amount of the brake pedal 30 are detected or estimated by some method, and furthermore, the operation speed exceeds the predetermined speed, and the operation amount is By determining whether or not the predetermined value is exceeded, it is possible to determine whether or not the operation of the brake pedal 30 is intended for emergency braking.
- the operation speed and the operation amount of the brake pedal 30 are detected using the master cylinder pressure P M / c detected by the hydraulic pressure sensor 40 as a parameter.
- the master cylinder pressure P M / C indicates a value corresponding to the operation amount of the brake pedal 30, and changes at a rate of change ⁇ ⁇ ⁇ / C corresponding to the operation speed of the pedal. Therefore, according to the device of the present embodiment, when a braking operation is performed by the driver, the operation means an emergency braking operation. It can be determined with high accuracy whether it is the one shown in the figure or the one intended for a normal braking operation.
- E C U 10 is the master cylinder pressure exceeding a specified value after the brake pedal 30 is depressed.
- E CU 1 0 is, S TR 2 6, S A- , outputs a drive signal to 4 6, SA -24 8 and S A- 3 5 4.
- the third hydraulic passage 42 and the high-pressure passage 22 are directly connected.
- the accumulator pressure P ACC is led to the third hydraulic passage 42.
- the SA-354 is turned on in response to the drive signal, the upstream sides of the SRRH 68 and the SR LH 70 are communicated with the third hydraulic passage 42.
- the slip ratio S of each of the wheels FL, FR, RL, RR is rapidly increased, and eventually the ABS
- the ECU 10 determines that the slip ratios S of all the wheels are within an appropriate value, that is, each wheel has ⁇ clicks.
- the above-mentioned (1) regulator mode, (2) holding mode, and (3) and (4) pressure mode are implemented appropriately so as not to shift to the state.
- the wheel cylinder pressure P W / C is increased by supplying brake fluid from the pump 12 and the accumulator 20 to the wheel cylinder 44 **.
- the brake fluid in the wheel cylinders 44 * flows into the reservoir tank 16 and the pressure is reduced. Therefore, even if the continuous pressure-increasing mode and the pressure-reducing mode are repeatedly performed, the so-called master cylinder 32 does not have a floor.
- ECU 10 is detected by oil pressure sensor 40.
- ECU 1 0 is, STR 2 6, SA-, 4 6, SA- 2 4 8, and to stop the supply of the drive signal to the SA- 3 5 4, brake End the assist control.
- the brake assist control is a control for generating a high wheel cylinder pressure P W / C when the master cylinder pressure PM / C is not sufficiently increased. Therefore, during the execution of the brake assist control, a large wheel cylinder pressure Pw / c is generated in the wheel cylinder 44 ** in comparison with the mass cylinder pressure P M / c. Therefore, after the termination request of the brake assist control occurs, immediately 6, S A-24 8, and SA - 3 5 4 is turned off, and the wheel cylinders 4 4 ⁇ * and the master cylinder 3 2 When the communication state is established, a large amount of high-pressure brake fluid flows backward from the wheel cylinders 4... To the master cylinder 32.
- the wheel cylinder pressure Pw / c After being reduced, it is communicated to the master cylinder 32. Therefore, according to the braking force control device of the present embodiment, at the end of the brake assist control, an unreasonably high hydraulic pressure is not supplied to the master cylinder 32.
- the ECU 10 executes vehicle speed control (hereinafter referred to as VSC control) when the vehicle behavior is disturbed during turning of the vehicle.
- VSC control is a control in which a braking force is generated at a predetermined wheel of a turning vehicle to generate a yaw moment that stabilizes the vehicle behavior.
- FIGS. 1-10 the contents of the VSC control will be described with reference to FIGS.
- FIG. 3 shows a process in which the vehicle 90 reaches a spin state.
- the arc shown by a solid line indicates an ideal traveling line intended by the driver.
- the arc shown by the dashed line indicates the running line when the vehicle 90 is in the spin state.
- Vehicle 9 0, during turning, then wheels RL, falling into a spin state when the RR is unable to generate a cornering force C F commensurate with the turning radius R and the vehicle speed V.
- the vehicle speed V can be reduced while applying the moment (hereinafter referred to as the anti-spin moment MAS).
- the cornering force C F of RL and RR eventually becomes a magnitude corresponding to the vehicle speed V and the turning radius R, The spin state converges.
- the spin state of the vehicle 9 0, left and right front wheels FL by generating an appropriate braking force F F0 to the wheels of the turning outside 3 ⁇ 4 side of the FR, it is possible to properly converge.
- FIG. 4 shows a process in which the vehicle 90 reaches the drift-art state.
- the arc shown by the solid line in Fig. 4 indicates the ideal travel line intended by the driver.
- the arc shown by the dashed line indicates the traveling line when the vehicle 90 enters the drift-out state.
- Vehicle 90 is in the middle of a turn If the wheels FL and FR cannot generate the cornering force C F corresponding to the vehicle speed V and the turning radius R, the vehicle enters a drift state.
- the vehicle 90 starts to shift to Dorifutauto state, ⁇ rather left FL shown in FIG. 4, the braking force F F on the wheel of the turning inner wheel side of the FR, the cause and the vehicle 90, assisting the turning directions of moment (hereinafter, referred to as spin Nmomen preparative M s) as possible out to lower the vehicle speed V while applying a.
- spin Nmomen preparative M s assisting the turning directions of moment
- the vehicle speed V is reduced and the load is moved to the front wheels FL and FR, that is, the grip force of the FL and FR Can be increased.
- the vehicle speed V is lowered to a suitable level, eventually FL, becomes a size that cornering force C F of the FR is commensurate with the turning radius R and the vehicle speed V, drift Outs state is converged.
- the drift-out state of the vehicle 90 is achieved by generating appropriate braking forces F F and F R0 and F R1 on the inner wheels of the left and right front wheels FL. FR and on the left and right rear wheels. It is possible to properly converge.
- the ECU 10 performs calculations using a known vehicle model when the vehicle equipped with the braking force control device of the present embodiment is turning, or by using a yaw rate sensor. In addition to obtaining the actual sleet 7 ", the ideal sleet 7 * for the vehicle speed V and the steering angle 0 is obtained. Then, the ECU 10 compares 7 and 7 * to determine whether the vehicle is in the spin state or , Judge whether it is in the drift-out state.
- the VSC control for suppressing the spin state is started.
- This VSC control is executed with the wheel on the turning outer wheel side of the left and right front wheels FL and FR as a control target wheel, and the other three wheels as non-control target wheels.
- the wheel cylinders 4 ** of the uncontrolled wheels are kept in communication with the master cylinder 32.
- the wheel cylinder 44 FR or 44 FL of the wheel to be controlled,
- the ECU 10 sets the accumulator pressure increase mode, 2 pressure reduction mode, and 3 hold mode as described above for the wheels to be controlled appropriately so that the actual control rate 7 of the vehicle matches the ideal control rate *. To achieve. As a result, after VSC control for the purpose of suppressing the spin state is started, the turning behavior of the vehicle is corrected to a state in which the vehicle can trace an ideal running line.
- the VSC control for suppressing the drift state is started.
- This VSC control is performed between the left and right front wheels FL and FR,
- the left and right rear wheels RL and RR are set as control target wheels, and the front wheel on the turning outer wheel side is set as a non-control target wheel.
- the accumulator pressure increase mode is set by opening the corresponding holding solenoid and opening the pressure reducing solenoid.
- the depressurization mode is realized by closing the corresponding holding solenoid and closing the (4) pressure solenoid.
- the ECU 10 adjusts the accumulator pressure increasing mode, 2 pressure reducing mode, and 3 hold for the wheels to be controlled as appropriate so that the actual rate 7 of the vehicle matches the ideal rate 7 *.
- Implement the mode As a result, the turning behavior of the vehicle is corrected to a state where an ideal running line can be traced after VSC control for the purpose of suppressing the drift-art state is started.
- the wheel cylinders 44 * of the uncontrolled wheels are communicated with the master cylinder 32 during the execution of the VSC control.
- the wheel cylinder pressure P w of the uncontrolled wheel is controlled by the driver even during the execution of the VSC control. It can be increased or decreased by a moving operation.
- E CU 1 when the wheel cylinder pressure P w uncontrolled wheel is increased or decreased to achieve the most effective braking force distribution in terms of stabilizing the vehicle both behavior including the influence.
- the braking force control device of the present embodiment when the turning behavior of the vehicle is disturbed, the function of increasing or decreasing the braking force according to the driver's intention remains, and the turning behavior is appropriately stabilized. Can be achieved.
- the braking force control device of the present embodiment appropriately executes the normal control, the brake assist control, the ABS control, and the VSC control according to the vehicle motion state, the driver's operation state, and the like.
- FIG. 10 shows the state of each solenoid to be realized when executing these controls.
- the “OFF state” of the STR 26 refers to the state in which the third hydraulic passage 42 is communicated with the last 24 hours, and the “OFF” state of SA-, to SA-3.
- the "state” means a state in which the foil cylinder 44 * is communicated with the mass cylinder 32.
- the brake assist control for switching the communication destination of the wheel cylinders 44, * from the master cylinder 32 to the high pressure source, and the vehicle
- the wheel cylinder 44 * of the controlled wheel is used as the high pressure source
- the wheel cylinder 44 '' of the non-controlled wheel is used as the master cylinder 32, in a system that executes VS C control and together for each communicated, when the switching to the VSC control is performed from the brake assist control, due to the pressure difference between the master serial Nda ⁇ P M / C and the wheel Siri Nda ⁇ P w Problems arise.
- the braking force control device of the present embodiment determines the wheel cylinder pressure P w / C of the non-controlled wheel of the VSC control.
- the end specific control for reducing the pressure via the low pressure solenoids S * and R corresponding to the wheels is to be executed. Specifically, the end-specific control is performed after a VSC control execution request is issued.
- FIGS. 5 and 6 show flowcharts of an example of a control routine executed by the ECU 10 to realize the above-described functions.
- this routine is started, first, the process of step 100 shown in FIG. 5 is executed.
- step 00 it is determined whether or not the brake assist control is being executed. As a result, when it is determined that the brake assist control is being performed, the determination process of step 102 is further performed.
- step 102 it is determined whether the VSC control is being executed. More specifically, it is determined whether a VSC control execution request has been issued. As a result, when it is determined that the execution request of the VSC control has not been generated, the process of step 104 is next executed. On the other hand, VSC If it is determined that a control execution request has been issued, then the process of step 106 is executed.
- step 104 a process for continuing the brake assist control as it is is executed.
- the current routine is immediately terminated (see FIG. 6).
- step 106 brake assist end specific control is executed. Specifically, the brake assist end specifying control is realized by the ECU 10 executing a subroutine shown in FIG. The routine shown in FIG. 7 is activated when execution of step 106 is requested.
- the routine shown in FIG. 7 is started, first, the processing of step 130 is executed.
- step 130 the end control execution flag XB A ENDS is set to "1" to indicate that the brake assist end specific control is being executed.
- XBAENDS during execution of end control is a flag that is reset to "0" when the brake assist end specification control ends, as described later.
- step 132 wheels to be controlled in the VSC control are read.
- the ECU 10 recognizes the control target wheel and the non-control target wheel according to the read content.
- the vehicle body deceleration Gx is read.
- the vehicle body deceleration GX is obtained by calculating the amount of change in the estimated vehicle body speed V so per unit time.
- a vehicle body deceleration GX corresponding to the wheel cylinder pressure Pw / c generated in each wheel cylinder 44 * is generated.
- Gx is used as a substitute characteristic value of the wheel cylinder pressure Pw / c generated with the execution of the brake assist control.
- step 136 the master cylinder pressure PM / C detected by the hydraulic pressure sensor 40 at that time, that is, when the execution request of the VSC control is generated, is read.
- Steps 1 3 and 8 show the wheel cylinders for the wheels that are not to be controlled
- the decompression solenoids S, R provided for the wheels are opened and held.
- the time for which the solenoid S ** H should be closed (hereinafter referred to as depressurization time ⁇ ) is calculated.
- Decompression time T R the vacuum Sorenoi de S "pressure gradient person determined as a unique value in the hydraulic circuit in accordance with the specifications such as the effective opening area of the R, the master cylinder pressure P M / C and Hoirushiri Nda ⁇ P w
- the following equation can be calculated using / C.
- T R ⁇ 1 n (Pw / c P M / c) ⁇ ⁇ ⁇ (2)
- the present step 1 3 8 and Hoirushiri Nda ⁇ Pw / c is estimated from the vehicle body deceleration Gx, in the above Step 1 3 6 by the loaded master serial Sunda pressure P M / C is substituted into the above equation (1), decompression time T R is arithmetic.
- step 140 an output process is performed for setting the wheel cylinder pressure P w / C of the wheel which is the control target wheel of the VSC control to the required value of the VSC control. Specifically, for each wheel to be controlled, 1 accumulator pressure increase mode, 2 hold mode, 3 so that the wheel cylinder pressure P w / c of each wheel to be controlled becomes the required value of the VSC control.
- 1 accumulator pressure increase mode, 2 hold mode, 3 so that the wheel cylinder pressure P w / c of each wheel to be controlled becomes the required value of the VSC control.
- One of the decompression modes is realized.
- step 14 2 a process for reducing the wheel cylinder pressure P w / C of a wheel which is not controlled by the VSC control, that is, a holding solenoid S provided for the wheel is provided.
- * H and the pressure reducing solenoids S *, R are respectively set to the valve closed state and the valve open state.
- step 144 the wheel cylinder pressures P, v of the uncontrolled wheels are After beginning to be vacuum, whether decompression time T R has elapsed or not. As a result, if it is determined that not yet T R has elapsed it is performed again said scan Tetsupu 1 4 0 subsequent processing. On the other hand, if it is determined that already T R has elapsed, the process of step 1 4 6 is executed.
- step 146 a process for stopping the reduction of the wheel cylinder pressure Pw / c of the wheel not to be controlled by the VSC control is performed.
- a process is performed in which the holding solenoid S ** H and the pressure reducing solenoid S ′′ R provided for the non-control target wheels are opened and closed, respectively.
- step 148 a process of turning off the assist solenoid provided for the non-controlled wheel of the VSC control is executed.
- a state is established in which the wheel cylinder 44 * of the wheel not to be controlled communicates with the mass cylinder 32, that is, a state to be realized when executing the VSC control. You.
- the wheel cylinder pressure P W / C has already been reduced to the vicinity of the master cylinder pressure PM / C, the high-pressure brake fluid flows back from the wheel cylinders 44 * to the master cylinder 32. There is no.
- the wheel cylinder pressures P and v of the non-controlled wheels are accurately reduced to near the master cylinder pressure PM / C.
- the wheel cylinder pressure P w / C does not greatly fluctuate. Therefore, according to the braking force control device of the present embodiment, the switching from the brake assist control to the VSC control can be performed very smoothly.
- step 150 the end control execution flag XBAENDS is reset to "0".
- the routine shown in FIG. 7 ends.
- the routine shown in FIG. 7 that is, the processing of step 106 shown in FIG. 5, is completed, the routine shown in FIGS. 5 and 6 is thereafter terminated.
- the brake assist end specifying control is executed as described above, and as a result, the brake assist control is ended.
- step 100 shown in FIG. 5 it is determined that the brake assist control is not being executed. If it is determined in step 100 that the brake assist control is not being executed, then the process of step 108 is executed.
- step 108 it is determined whether or not the VSC control is being executed. If VSC control is being executed, there is no need to start brake assist control. Therefore, if it is determined that the VSC control is being executed, the current routine is terminated without any further processing (see FIG. 6). On the other hand, if it is determined that the VSC control is not being executed, then the process of step 110 is executed.
- step 110 it is determined whether or not the brake assist control force ⁇ VSC control executed most recently in the past has been terminated by starting. As a result, if it is determined that the brake assist control executed in the past is ended due to the start of the VSC control, the brake assist control should be unconditionally restarted.
- Step 1 2 6 processing for starting a brake Assist control, i.e., STR 2 6, SA-, 4 6, SA- 2 4 8 and SA - 3 5 4 process to ON state is performed You. After such processing is performed, thereafter, the wheel cylinder pressure of each wheel cylinder 44 * is rapidly increased toward the accumulator pressure PACC . When the processing of step 126 ends, the current routine ends.
- the VSC control is started after the emergency braking operation is performed.
- the generation of a large braking force is prevented, the turning behavior of the vehicle is stabilized and the VSC control ends. After that, the braking force can be quickly raised. Therefore, according to the braking force control device of the present embodiment, even when the execution of the brake assist control is terminated due to the generation of the execution request of the VSC control, the vehicle behavior is reliably increased after the vehicle behavior is stabilized. A large braking force can be generated.
- step 110 above the cause of the termination of the brake assist control executed in the past is not the start of the VSC control. That is, the brake assist control executed in the past is determined by depressing the brake pedal 30. If it is determined that the operation has been terminated by canceling the lock-in operation, the processing of steps 11 and 12 shown in FIG. 6 is executed to advance the determination as to whether or not the brake assist control can be executed.
- step 1 12 it is determined whether execution of the emergency braking operation has been detected. Specifically, after the brake switch 84 outputs the ON output, it is determined whether the mass cylinder pressure ⁇ / C exceeding the predetermined value and the change rate ⁇ ⁇ / C exceeding the predetermined value have occurred. Is done. As a result, if it is determined that the emergency braking operation has not been executed, the current routine is terminated without any further processing. On the other hand, if it is determined that the emergency braking operation has been performed, then the process of step 114 is performed.
- step 1 1 4 the maximum value ⁇ ⁇ / C of the rate of change of the master cylinder pressure P M / C ⁇ ⁇ / C are stored. Specifically, if large compared to the current rate of change was detected by the processing ⁇ ⁇ / C, the value stored as the maximum value MAXA P M / C at the last previous process, the current detection value It is newly stored as the maximum value MAXA P M / C , while the change rate detected this time ⁇ ⁇
- step 116 it is determined whether or not the rate of change AP M / C force of the master cylinder pressure PM / C is smaller than a predetermined value ⁇ .
- the predetermined value ⁇ is a threshold value used for determining whether or not the increase in the master cylinder pressure PM / C has been gradually increased. Therefore, if it is determined that AP M / C ⁇ 8 is still not established, it is determined that the master cylinder pressure P M / C is rapidly increasing. W can. In this case, the processing of step 114 and subsequent steps described above is executed again. When it is determined that ⁇ / 3 is established, it can be determined that the master cylinder pressure PM / C has already been gradually increased. In this case, the process of step 118 is executed next.
- the maximum value MAXAP M / C is the largest value that occurs after the brake pedal 30 starts to be pressed and until the tendency of the master cylinder pressure PM / C to increase gradually decreases.
- the value of the rate of change ⁇ is recorded.
- the condition of the above step 1 16 is that the master cylinder pressure P M / C is rapidly increased along with the execution of the braking operation, and then the change in the increase is gradual.
- the wheel cylinder pressure P w / C can be rapidly elevated pressure. For this reason, in the present embodiment, when the condition of the step 116 is satisfied, the brake assist control is started after a predetermined delay time D has elapsed.
- the time during which the wheel cylinder pressure Pw / c can be rapidly increased is greater than when the pump 12 and the accumulator 20 are used as the hydraulic pressure source.
- emergency braking time difference pressure ⁇ ⁇ becomes a long period of time higher. Therefore, the delay time D to wait for before the start of the brake assist control should be longer as the emergency braking differential pressure ⁇ ⁇ ⁇ is higher.
- the emergency braking differential pressure ⁇ ⁇ is equal to the master cylinder pressure P M / C (hereinafter, this hydraulic pressure is referred to as the emergency braking master pressure PM / CEM ) at the time when the condition of step 1 16 is satisfied.
- the delay time D is set based on the emergency braking master pressure PM / CEM and the maximum value MAXA PM / C by the processing after step 118.
- step 118 the master cylinder pressure PM / C detected by the hydraulic pressure sensor 40 at that time is stored as the emergency braking master pressure PM / CEM .
- step 120 the processing of step 120 is next performed.
- the delay time D is calculated based on the emergency braking master pressure PM / CEM and the maximum value MAX ⁇ / C.
- the delay time D is calculated based on a map stored in the ECU 10 in advance when the emergency braking mass pressure PM / CEM and the maximum value MAX P / M are both large, that is, the emergency braking differential pressure ⁇
- ⁇ ⁇ ⁇ ⁇ is large, it takes a relatively long time DL, while when the emergency braking master pressure PM / CEM and the maximum value ⁇ ⁇ / C are both small, that is, when the emergency braking differential pressure ⁇ ⁇ ⁇ ⁇ is small. It is set to a relatively short time D S.
- step 120 When the processing in step 120 is completed, the delay time D is counted down in step 122.
- step 124 it is determined whether or not the start timing of the brake assist control has been reached, that is, whether or not the countdown of the delay time D has been completed. As a result, if it is determined that the countdown of the delay time D has not yet been completed, the processing of the above steps 122, 124 is repeated until it is determined that the countdown has been completed. . Then, when it is determined that the countdown of the delay time D has been completed, step 1 is performed. After the brake assist control is started in 26, the current routine ends.
- the time is not limited to a certain time. That is, as in the case of the brake assist end specifying control described above, the time for reducing the wheel cylinder pressure P w / C is calculated based on the vehicle body deceleration Gx and the master cylinder pressure P M / C, and The time may be set as the predetermined time.
- the time T R to push reduced the wheel cylinder pressure Pw / c of the non-controlled wheel of VS C controlled by a brake Assist termination specific control, vehicle deceleration G R and the master serial Nda ⁇ PM is not limited to this.
- decompression time T R is found using brake Assist termination specific control in the Ru also der be a fixed time set in advance.
- whether the braking operation performed by the driver is an emergency braking operation or a normal braking operation is determined by the mass cylinder pressure P M / C and its rate of change ⁇ P M / C.
- the basic parameters for determining the emergency braking operation are not limited to the mass cylinder pressure P M / C and the rate of change ⁇ ⁇ ⁇ / c.
- the discrimination between the emergency braking operation and the normal braking operation is determined in addition to the above (1) mass cylinder pressure P M / c, (2) brake pedal force F P , (3) pedal stroke L, (4) vehicle deceleration G, It is also possible to make the determination based on the estimated vehicle speed V so , the 6wheel speed Vw ”, and the like.
- the pump 12 and the accumulator 20 correspond to the “high-pressure source j” described in the claims, and the ECU 10 issues a request to terminate the brake assist control.
- end control and the brake end cyst end specifying control when the occurrence of the “stop”, “end control means” described in the claims is realized.
- the VSC control corresponds to the “sparity control control” described in the claims, and the ECU 10 executes the brake assist end specifying control to execute the brake control.
- the “end specifying control means J” described in the range is realized.
- the ECU 10 power and the processing of the above-described steps 1334 to 1338 are performed to execute a request.
- FIG. 8 shows a system configuration diagram of the braking force control device of the present embodiment.
- FIG. 8 shows only the configuration of one wheel of the braking force control device for convenience of explanation.
- the braking force control device shown in FIG. 8 is controlled by the ECU 200.
- the braking force control device according to the second embodiment includes a brake pedal 202. In the vicinity of the brake pedal 202, a brake switch 203 is provided.
- the brake switch 203 is a switch that generates an ON output when the brake pedal 202 is depressed.
- the output signal of the brake switch 203 is supplied to the ECU 200.
- the ECU 200 determines whether or not a brake operation is performed based on the output i of the brake switch 203.
- the brake pedal 202 is connected to the vacuum booster 204 I have.
- Vacuum booster 2 0 4 is a device for actuating the intake negative pressure or the like of the internal combustion engine as a power source, when the brake pressing force F P on the brake pedal 3 0 is input, the predetermined times for the pressing force F P A support force F A having a power ratio is generated.
- the master cylinder 206 is fixed to the vacuum booster 204.
- the master cylinder 2 0 6 the resultant force of the brake Stepping force F P and the assisting force F a is input.
- the master cylinder 206 has a hydraulic chamber inside.
- a reservoir tank 208 is provided above the master cylinder 206.
- the hydraulic chamber of the mass cylinder and the reservoir tank 208 become conductive when the brake pedal 202 is depressed, and shut off when the brake pedal 202 is depressed. State. Accordingly, the hydraulic fluid is replenished with brake fluid every time the brake pedal 202 is released.
- a hydraulic passageway 210 communicates with a hydraulic chamber of the mass cylinder 206.
- the hydraulic pressure passage 2 10 is provided with a hydraulic pressure sensor 2 12 that outputs an electric signal corresponding to the internal pressure of the hydraulic pressure passage 2 10.
- the output signal of the hydraulic pressure sensor 211 is supplied to the ECU 200.
- the ECU 200 detects the hydraulic pressure generated by the master cylinder 206, that is, the master cylinder pressure PM / C, based on the output signal of the oil pressure sensor 212.
- the hydraulic pressure passage 210 is provided with a hydraulic pressure return solenoid 214 (hereinafter, referred to as an SC 214).
- S C 214 is a two-position solenoid valve that switches the hydraulic pressure passage 210 to the conducting state or the shut-off state, and keeps the valve open in the normal state (off state).
- S C 214 is turned on (valve closed) by receiving a drive signal from ECU 200.
- S C 2 14 is provided for each wheel.
- a holding solenoid 2 16 (hereinafter, referred to as SH 2 16) is disposed downstream of the SC 2 14 of the hydraulic pressure passage 2 10.
- the SH216 is a two-position solenoid valve that keeps the valve open in the normal state (off-down state).
- the SH2 16 is turned on when a drive signal is supplied from the ECU 200. State (valve closed state). SH2 16 is provided for each wheel.
- SR220 Downstream of the SH 2 16, a foil cylinder 2 18 and a decompression solenoid 220 (hereinafter referred to as SR 220) are communicated.
- SR220 is a two-position solenoid valve that keeps the valve closed in the normal state (off state). The SR 220 is turned on (valve open state) when a drive signal is supplied from the ECU 200.
- a check valve 222 that allows only the flow of fluid from the wheel cylinder 210 to the hydraulic passage 210 is provided between the wheel cylinder 210 and the hydraulic passage 210. It is provided.
- the SR 220 and the check valve 222 are provided for each wheel.
- a wheel speed sensor 219 for emitting a pulse signal every time the wheel rotates by a predetermined rotation angle is provided.
- the output signal of the wheel speed sensor 2 19 is supplied to the ECU 200.
- the ECU 200 detects the wheel speed based on the output signal of the wheel speed sensor 219.
- a reservoir 224 is disposed downstream of the SR 220.
- the brake fluid flowing out of SR 220 when SR 220 is turned on (opened) is stored in reservoir 222.
- the reservoir 224 communicates with the suction port 226 a of the pump 226 via a check valve 232.
- the reservoir 224 and the pump 226 are provided in common for the four wheels.
- the discharge port 2 26 b of the pump 2 26 is connected to the SC 2 1 of the hydraulic pressure passage 210 via a check valve 228 and an assist solenoid 229 (hereinafter referred to as SA 229). It is connected to the downstream side of 4.
- the check valve 228 is a one-way valve that allows only the flow of the fluid from the pump 226 to the hydraulic passage 210.
- SA 229 is a two-position solenoid valve that keeps the valve open in the normal state (off state).
- the SR 229 is turned on (valve closed state) when a drive signal is supplied from the ECU 200.
- a check valve SR 228 and SA 229 are provided for each wheel.
- the reservoir 2 2 has a hydraulic passage 2 3 leading to the reservoir tank 208. 0 is in communication.
- a switching solenoid 234 (hereinafter, referred to as SCH 234) is provided in the hydraulic passage 230.
- the SCH 234 is a two-position solenoid valve that keeps the valve closed in the normal state (off state).
- the SCH 234 is opened when a drive signal is supplied from the ECU 200.
- S CH 234 is provided in common for the four wheels.
- the ECU 200 is connected to a steering angle sensor 236 that outputs a pulse signal according to the rotation angle and the rotation direction of the steering wheel.
- the ECU 200 detects the steering angle S based on the output signal of the steering angle sensor 236.
- the ECU 200 executes the routine shown in FIGS. 5 and 6 in the same manner as the ECU 100 in the first embodiment described above to determine whether the brake assist control can be started. , And determine the need for termination.
- the ECU 200 executes the normal control under the condition that neither the execution request of the brake assist control nor the execution request of the VSC control occurs.
- the brake assist control is started when the emergency braking operation of the brake pedal 202 is performed in a state where the execution request of the VSC control is not generated.
- the ECU 200 executes the brake assist end specifying control to temporarily end the brake assist control, and thereafter, the VSC control is ended. At this point, the brake assist control is restarted.
- FIG. 11 shows the braking force control device of the present embodiment, in which the normal control, the brake assist control, the ABS control, and the VSC control are executed. It shows the working state. That is, in the braking force control device of the present embodiment, when the ECU 200 performs the normal control, the SC 214, the SA 229, the SCH 234, the SH 216, and the SR 216 0 are all kept off and The pump 2 2 6 is maintained in a stopped state. Under such circumstances, only the master cylinder 206 can function as the hydraulic pressure source, and all the brake fluid flowing out of the master cylinder 206 is supplied to the wheel cylinder 218. Therefore, this case is adjusted to the hydraulic pressure having a predetermined power ratio with respect to the wheel cylinder pressure Pw / C power ⁇ brake pressing force F P of the wheel cylinder 2 1 8.
- ABS control when the brake pedal 2 0 2 is incorporated stepping, i.e., if the master cylinder pressure P M is pressed suitably elevated, while operating the pump 2 2 6, SH 2 as follows This is achieved by driving 16 and SR220.
- the SH 2 1 6 When the master cylinder 2 0 mass is suitably boosted from 4 evening cylinder pressure P M / c is output, the SH 2 1 6 and an open state, and to the SR 2 2 0 and closed Fukutai Thus, the wheel cylinder pressure Pw / c can be increased with the master cylinder pressure P M / C as an upper limit.
- this state is referred to as “master pressure increase mode”.
- SH 2 16 is closed and SR 2 20 is closed under the same environment, the wheel cylinder pressure Pw / c can be maintained.
- SH 2 16 When SH 2 16 is closed and SR 220 is open, wheel cylinder pressure P w / c can be reduced.
- these states are referred to as (1) holding mode and (3) decompression mode, respectively.
- the ECU 200 appropriately implements the above-mentioned (1) master pressure increasing mode, (2) holding mode, and (3) pressure decreasing mode so that the slip ratio S of the wheel falls within an appropriate value.
- the wheel cylinder pressure P w / C must be reduced immediately.
- a check valve 222 that allows a fluid flow from the wheel cylinder 210 to the master cylinder 206 is provided in the hydraulic circuit corresponding to the wheel cylinder 210. Is ing. Therefore, according to the system of the present embodiment, the wheel cylinder pressure P w / c of the wheel cylinder 222 can be immediately reduced after the depression of the brake pedal 202 is released.
- the wheel cylinder pressure P w / C is increased using the master cylinder 206 as a hydraulic pressure source. Further, the wheel cylinder pressure P w / c is reduced by flowing the brake fluid in the wheel cylinder 218 to the reservoir 224. Therefore, when the pressure increasing mode and the pressure reducing mode are repeatedly executed, the brake fluid is gradually discharged from the mass cylinder 206 to the reservoir 222.
- the SA 229 is maintained in the off state (valve open state) and the pump 226 is in the operation state. For this reason, the brake fluid flowing out to the reservoir 222 is pressure-fed to the mass cylinder 206 by the bomb 222. Therefore, even when the ABS control is continuously performed for a long time, the so-called master cylinder floor does not occur.
- the ECU 200 starts the brake assist control when a predetermined delay time D has elapsed after the detection of the emergency braking state requesting the start of the brake assist control.
- the brake assist control sets both the SC 214 and the SCH 234 to the ON state, that is, sets the SC 214 to the closed state and sets the SCH 234 to the open state. It is realized by operating the pump 226 while maintaining the SA 229 in the off state.
- the master cylinder 206 and the wheel cylinder 218 are shut off.
- the pump 226 pumps the brake fluid supplied from the reservoir tank 208 through the hydraulic pressure passage 230 toward the wheel cylinder 218.
- the wheel cylinder pressure P w / c of the wheel cylinder 2 18 is increased by using the pump 2 26 as a hydraulic pressure source.
- this state is referred to as “pump pressure increase mode”.
- the wheel cylinder pressure Pw / c is rapidly increased as described above, the slip ratio S of the wheel is then sharply increased, and the execution condition of the ABS control is finally satisfied.
- the ECU 200 performs the above-mentioned (1) pump pressure increase mode, (2) hold mode, and (3) pressure reduction mode so that the slip rate S of the wheel falls within an appropriate value. To achieve.
- the SC 214 is maintained in the ON state as described above.
- the hydraulic pressure chamber of the mass cylinder 206 and the upstream portion of the SC 214 of the hydraulic pressure passage 210 are substantially closed spaces.
- the ECU 200 monitors the output signal of the master cylinder pressure PM / C detected by the hydraulic pressure sensor 212 to determine whether the depression of the brake pedal 202 is easily released. You can decide whether or not.
- the ECU 200 stops supplying drive signals to the SCs 214 and the SCHs 234 to complete the brake assist control. You.
- the SC 214, SCH 234, SH 216, and SR 220 are turned off. End control is performed.
- the high-pressure hydraulic pressure stored in the wheel cylinder 218 during the execution of the brake assist control is supplied to the reservoir 224 without the master cylinder 206.
- the wheel cylinder 210 communicates with the mass cylinder 206 after the pressure difference between the mass cylinder pressure PM / C and the wheel cylinder pressure Pw / c is reduced. Therefore, according to the braking force control device of the present embodiment, at the end of the brake assist control, an unreasonably high hydraulic pressure is not supplied to the mass cylinder 206.
- the ECU 200 executes VSC control when the vehicle behavior is disturbed during turning of the vehicle. That is, when the vehicle equipped with the braking force control device of the present embodiment is turning, the ECU 200 obtains the actual vehicle speed 7 based on the vehicle model and the like, and determines the actual vehicle speed V and the steering angle ⁇ . To find the ideal rate. When the ECU 200 determines that the vehicle has a tendency to spin based on the result of comparison with the vehicle, the ECU 200 determines that the front wheel on the turning outer wheel side is a control target wheel and sets an appropriate anti-spin moment M Perform braking force control so that AS occurs.
- an appropriate spin moment is set with the front wheel on the turning inner wheel side and the left and right rear wheels as control target wheels. Perform braking force control so that Ms is generated.
- SC2 14 is off (valve open)
- SA2 29 is on (valve closed)
- SH2 16 is off (valve open)
- SR 220 is turned off (valve closed state).
- the wheel cylinder 218 of the uncontrolled wheel is disconnected from the pump 226 and the reservoir 224, and the master cylinder is disconnected. It is communicated with da206 only. Therefore, the Hoirushiri Sunda 2 1 8 non-controlled wheel, the wheel cylinder pressure PW / C corresponding to the brake pressing force F P is generated.
- SC214 In the hydraulic circuit corresponding to the wheel to be controlled, SC214 is in the ON state (valve closed state), SA229 is in the OFF state (valve open state), and the wheel cylinder pressure of the wheel to be controlled Pw / c SH2 16 and SR 220 are controlled as follows in response to a request to increase or decrease the number of bits.
- ECU 2000 is the actual rate of the vehicle 7 is the ideal rate? As described in *, for the wheels to be controlled appropriately, the above-mentioned (1) pump boost mode, (2) depressurizing mode, and (3) hold mode are realized. Alternatively, the moment and the braking force for suppressing the drift tendency are applied, and the turning behavior of the vehicle is corrected to a state where the vehicle can trace an ideal traveling line.
- the braking force control device terminates the brake assist control when the execution request of the VSC control occurs during the execution of the brake assist control in order to give priority to stabilizing the turning behavior of the vehicle.
- the state of the SCs 214 and SA 229 of the wheels which are not controlled in the VSC control is reversed, and the hydraulic pressure source is supplied to the wheel cylinder 2 18 of the wheel. It is necessary to change from pump 222 to mass cylinder 206.
- the wheel cylinder pressure Pw / c of all the wheels is higher than the master cylinder pressure PM / C. For this reason, after a request for VSC control occurs, if the hydraulic pressure source of the wheel cylinder 210 of the non-control target wheel is immediately switched from the pump 222 to the master cylinder 206, the SC cylinder 214 passes through the SC 214. However, a situation occurs in which the high-pressure brake fluid flows backward from the foil cylinder 210 to the master cylinder 206.
- the ECU 200 controls the non-control target wheels. After executing the brake assist end specific control for reducing the wheel cylinder pressure Pw / c, the brake assist control is ended (the hydraulic pressure source of the non-control target wheels is switched to the master cylinder 206). .
- the ECU 200 executes the routine shown in FIGS. 5 and 6 above. Is executed, it is determined whether or not the brake assist end specific control can be executed. Then, when the execution of step 106 is requested in the routine shown in FIGS. 5 and 6, the brake assist end specifying control is executed. In the system of the present embodiment, the brake assist end specifying control is realized by executing a subroutine shown in FIG.
- the routine shown in FIG. 9 is the same as the routine shown in FIG. 7 described above, except that the processing in step 300, which is executed after step 146, is different.
- step 300 the non-control target wheel
- the SCs 214 and SA 229 are turned off (opened) and on (closed), respectively.
- the wheel cylinder 218 of the non-control target wheel communicates with the master cylinder 206, and the wheel cylinder 218 of the control target wheel communicates with the pump 222, That is, a state to be realized when the VSC control is executed is formed.
- the wheel cylinder pressure Pw / c of the non-controlled wheel has been reduced to near the master cylinder pressure PM / C.
- High-pressure brake fluid does not flow backward from wheel cylinder 2 18 to mass cylinder 2 206.
- the switch from the brake assist control to the VSC control can be performed extremely smoothly, as in the case of the first embodiment described above.
- the pump 226 corresponds to the “high-pressure source” described in the claims, and the ECU 200 has sufficient power to control the termination when the brake assist control termination request is issued.
- the “end control means” described in the claims is realized by executing the brake assist end specifying control.
- the ECU 200 force and the brake end cyst end specifying control are executed to execute the control according to the claims.
- the “end specifying control means” described above has been realized.
- the ECU 200 executes the processing of steps 134 to 138 shown in FIG.
- the ECU 200 power ⁇ The processing of step 110 shown in Fig. 5 and the processing of step 126 shown in Fig. 6 realize the "assist control restarting means" power described in the claims.
- the communication between the wheel cylinder and the master cylinder can be restored after the wheel cylinder pressure is appropriately reduced when the brake assist control termination request is generated. Therefore, the brake assist control can be smoothly terminated without backflow of a large amount of brake fluid from the wheel cylinder toward the master cylinder.
- the wheel cylinder pressure of the wheel not controlled by the suspension control control is appropriately intimidated, and then the communication between the wheel cylinder and the master cylinder is performed. Can be restored. Therefore, according to the braking force control device of the present invention, it is possible to smoothly switch from the brake assist control to the suspension control control without backflow of a large amount of brake fluid from the wheel cylinder to the mass cylinder. Can be replaced.
- the wheel cylinder pressure of the foil cylinder communicated with the mass cylinder can be reduced to a pressure equivalent to the mass cylinder pressure. Therefore, according to the braking force control device of the present invention, the brake assist control can be terminated without causing a large change in the wheel cylinder pressure. Further, the brake assist control that has been completed by the start of the space control can be quickly restarted after the end of the stability control. Therefore, according to the braking / power control apparatus of the present invention, the function of stabilizing the turning behavior of the vehicle is prioritized. In addition, the function of generating a large braking force in an emergency can be effectively used.
Landscapes
- Engineering & Computer Science (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Physics & Mathematics (AREA)
- Fluid Mechanics (AREA)
- Regulating Braking Force (AREA)
- Braking Systems And Boosters (AREA)
Description
Claims
Priority Applications (4)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
AU24080/97A AU2408097A (en) | 1996-04-30 | 1997-04-25 | Braking force controller |
DE69722787T DE69722787T2 (de) | 1996-04-30 | 1997-04-25 | Bremskraft-steuerungseinrichtung |
EP97919708A EP0897843B1 (en) | 1996-04-30 | 1997-04-25 | Braking force controller |
US09/180,014 US6199963B1 (en) | 1996-04-30 | 1997-04-25 | Braking force control apparatus |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP10954896A JP3716494B2 (ja) | 1996-04-30 | 1996-04-30 | 制動力制御装置 |
JP8/109548 | 1996-04-30 |
Publications (1)
Publication Number | Publication Date |
---|---|
WO1997041020A1 true WO1997041020A1 (fr) | 1997-11-06 |
Family
ID=14513045
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
PCT/JP1997/001465 WO1997041020A1 (fr) | 1996-04-30 | 1997-04-25 | Unite de commande de la force de freinage |
Country Status (6)
Country | Link |
---|---|
US (1) | US6199963B1 (ja) |
EP (1) | EP0897843B1 (ja) |
JP (1) | JP3716494B2 (ja) |
AU (1) | AU2408097A (ja) |
DE (1) | DE69722787T2 (ja) |
WO (1) | WO1997041020A1 (ja) |
Cited By (2)
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WO2000010853A1 (de) * | 1998-08-25 | 2000-03-02 | Continental Teves Ag & Co. Ohg | Verfahren zum betrieb eines bremsassistent-systems |
US7666419B2 (en) | 2002-02-22 | 2010-02-23 | Progenics Pharmaceuticals Inc. | Anti-CCR5 antibody |
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US7188914B1 (en) * | 1998-08-25 | 2007-03-13 | Continental Teves, Ag And Company Ohg | Method for operating a power-assist braking system |
DE19940263A1 (de) * | 1999-08-25 | 2001-03-08 | Bosch Gmbh Robert | Verfahren zum Betrieb einer eine Schlupfregeleinrichtung aufweisenden Fahrzeugbremsanlage |
JP4332962B2 (ja) * | 1999-12-13 | 2009-09-16 | トヨタ自動車株式会社 | 車両用ブレーキシステム |
US6533369B2 (en) * | 2000-10-19 | 2003-03-18 | Delphi Technologies, Inc. | Brake system and method having secondary hydraulic braking in a de-energized operational mode |
DE10394046D2 (de) * | 2003-01-21 | 2005-12-15 | Continental Teves Ag & Co Ohg | Verfahren zur Erhöhung der Fahrstabilität |
JP4415959B2 (ja) * | 2006-03-15 | 2010-02-17 | トヨタ自動車株式会社 | ブレーキ制御装置 |
JP4434275B2 (ja) * | 2006-12-21 | 2010-03-17 | トヨタ自動車株式会社 | ブレーキ制御装置およびブレーキ制御方法 |
DE102007059734B4 (de) * | 2006-12-21 | 2016-12-08 | Toyota Jidosha Kabushiki Kaisha | Bremsregelungsvorrichtung und Bremsregelungsverfahren |
US8573711B2 (en) * | 2008-10-14 | 2013-11-05 | Toyota Jidosha Kabushiki Kaisha | Vehicle braking apparatus suppressing excessive slip of wheel during braking |
CN105142995B (zh) * | 2013-04-23 | 2017-08-25 | 丰田自动车株式会社 | 车速控制装置 |
JP6631453B2 (ja) * | 2016-09-26 | 2020-01-15 | 株式会社アドヴィックス | 車両の制動制御装置 |
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US7666419B2 (en) | 2002-02-22 | 2010-02-23 | Progenics Pharmaceuticals Inc. | Anti-CCR5 antibody |
Also Published As
Publication number | Publication date |
---|---|
DE69722787T2 (de) | 2004-05-19 |
EP0897843B1 (en) | 2003-06-11 |
EP0897843A4 (en) | 2000-09-27 |
JPH09290749A (ja) | 1997-11-11 |
EP0897843A1 (en) | 1999-02-24 |
DE69722787D1 (de) | 2003-07-17 |
AU2408097A (en) | 1997-11-19 |
US6199963B1 (en) | 2001-03-13 |
JP3716494B2 (ja) | 2005-11-16 |
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