WO2006027852A1 - Commande de systeme de freinage semi-integre d'un vehicule - Google Patents

Commande de systeme de freinage semi-integre d'un vehicule

Info

Publication number
WO2006027852A1
WO2006027852A1 PCT/JP2004/013470 JP2004013470W WO2006027852A1 WO 2006027852 A1 WO2006027852 A1 WO 2006027852A1 JP 2004013470 W JP2004013470 W JP 2004013470W WO 2006027852 A1 WO2006027852 A1 WO 2006027852A1
Authority
WO
WIPO (PCT)
Prior art keywords
brake
master cylinder
valve
wheel
pressure
Prior art date
Application number
PCT/JP2004/013470
Other languages
English (en)
Japanese (ja)
Inventor
Yutaka Obuchi
Masayuki Soga
Original Assignee
Toyota Jidosha Kabushiki Kaisha
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Toyota Jidosha Kabushiki Kaisha filed Critical Toyota Jidosha Kabushiki Kaisha
Priority to CNB2004800015779A priority Critical patent/CN100441453C/zh
Priority to PCT/JP2004/013470 priority patent/WO2006027852A1/fr
Publication of WO2006027852A1 publication Critical patent/WO2006027852A1/fr

Links

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
    • B60T8/40—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 comprising an additional fluid circuit including fluid pressurising means for modifying the pressure of the braking fluid, e.g. including wheel driven pumps for detecting a speed condition, or pumps which are controlled by means independent of the braking system
    • B60T8/4072—Systems in which a driver input signal is used as a control signal for the additional fluid circuit which is normally used for braking
    • B60T8/4081—Systems with stroke simulating devices for driver input
    • 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
    • B60T7/02—Brake-action initiating means for personal initiation
    • B60T7/04—Brake-action initiating means for personal initiation foot actuated
    • B60T7/042—Brake-action initiating means for personal initiation foot actuated by electrical means, e.g. using travel or force sensors
    • 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
    • B60T2270/00—Further aspects of brake control systems not otherwise provided for
    • B60T2270/82—Brake-by-Wire, EHB

Definitions

  • the present invention relates to a vehicle braking control device, and more particularly to a so-called semi-brake by wire braking control device.
  • a braking control device for a vehicle such as an automobile for example, as described in Japanese Patent Application Laid-Open No. 11 1 2 5 5 10 7, a master cylinder driven by a driver depressing a brake pedal, and a high pressure
  • a hydraulic pressure supply source for a wheel cylinder provided for each wheel, a shut-off valve for controlling communication between the master cylinder and the wheel cylinder, and a hydraulic fluid supply source for supplying hydraulic fluid to the wheel cylinder
  • a semi-brake by-wire type braking control device having an increased pressure reducing control valve and an electronic control device for controlling a normally closed valve has been known.
  • the electronic control unit is activated by switching on the ignition switch, and closes the shut-off valve to shut off the communication between the master cylinder and the wheel cylinder, and opens the normally-closed valve to open the normally-closed valve.
  • the pressure in the wheel cylinder is controlled by controlling the pressure increase / reduction control valve according to the master cylinder pressure, etc., and the braking force of the wheel is thereby controlled.
  • the electronic control unit also opens the shut-off valve to connect the master cylinder and the wheel cylinder when one of the pressure increase / decrease control valves fails and the braking force of the corresponding wheel cannot be controlled correctly.
  • close the normally closed valve to cut off the communication between the master cylinder and the stroke simulator, and ensure that the pressure in the wheel cylinder can be controlled by the master cylinder pressure.
  • the brake pedal may be depressed by the driver when the idle switch is off.
  • the starter when the brake pedal is depressed by the driver while the ignition switch is off, the starter electronically The control device is activated, and the electronic control device closes the shut-off valve to shut off the communication between the master cylinder and the wheel cylinder as in the case where the electronic control device is activated by switching the idling switch on. Open the valve closing so that the master cylinder communicates with the stroke simulator.
  • the electronic control device when the brake pedal is depressed by the driver with the idle switch turned off, the electronic control device is activated by the activation device, and the normally closed valve is opened, so that the master cylinder and the stroke are opened.
  • the present invention has been made in view of the above-described problems in a conventional semi-brake pi-wire type braking control device configured to communicate with a simulator.
  • the control means When the control means is activated, the master cylinder and the stroke simulator are not communicated with each other, so that the braking operator such as the brake pedal further strokes even though the driver does not increase the pedaling force, and the driver is different. It is to prevent feeling of peace.
  • the main problem described above is that a master cylinder driven by a driver operating a braking operator, a wheel cylinder provided corresponding to each wheel, the master cylinder, A shut-off valve for controlling communication with the wheel cylinder, a pressure increasing / decreasing control valve for controlling supply / discharge of the working fluid to / from the wheel cylinder, and a master that is connected to the master cylinder and allows inflow of the working fluid from the master cylinder Trollsimi A control valve for controlling the communication between the master cylinder and the stroke simulator, the shutoff valve, the increased pressure reducing control valve, the control means for controlling the normally closed valve, and the control.
  • a vehicle braking control device having an activation means for activating the control means when the braking operator is operated in a situation where the means is not activated
  • the control means is activated when activated by the activation means.
  • a vehicle semi-bar 1 ⁇ 1 wire-by-wire braking control device characterized by maintaining the normally closed valve in a closed state.
  • the control means when the brake operation element is operated in a state where the control means is not activated, the control means is activated by the activation means, but the control means is closed without opening the normally closed valve. Therefore, the master cylinder and the stroke simulator are maintained in an isolated state, and therefore the working fluid in the master cylinder pressurized by the operation of the brake operation element is in a non-pressurized stroke. It is possible to reliably prevent the stroke of the brake operator from increasing unnaturally due to the flow to the simulator and the driver from feeling uncomfortable due to this.
  • control means may be configured to maintain the normally closed valve in a closed state until the brake operation element is not operated.
  • the normally closed valve is kept closed until the brake operation element is not operated. Therefore, as long as the brake operation element is operated, the star cylinder and the stroke simulator are surely disconnected. It is possible to prevent the working fluid in the master cylinder from flowing out to the stroke simulator.
  • the operation of the brake operator means that the amount of movement of the brake operator, the hydraulic pressure of the master cylinder, and the switch driven by the operation on the brake operator are small. Both may be configured to be detected by either.
  • the operation of the brake operator is detected by at least one of the movement amount of the brake operator, the hydraulic pressure of the master cylinder, and the switch driven by the operation on the brake operator. It is possible to reliably detect that the brake operation element is operated and that the brake operation element is not operated.
  • control means may be configured to open the normally closed valve when operated again after the braking operator is not operated.
  • the normally closed valve is opened when the brake operator is operated again after it is no longer operated, so that the stroke of the brake operator is the first time during the second and subsequent braking operations. It is possible to reliably prevent the driver from feeling uncomfortable due to the restriction as in the case of the braking operation.
  • the normally closed valve when the control means is not activated, the normally closed valve may be maintained in a closed state and the shutoff valve may be maintained in an open state.
  • the control means is also activated by turning on the innovation switch, and the control means is activated by turning on the innovation switch.
  • the normally closed valve may be opened and the shutoff valve may be closed, and when activated by the starting means, the shutoff valve may be closed while the normally closed valve is maintained in the closed state.
  • the control means when the control means is activated by turning on the idle switch, the target of each wheel is determined based on the master cylinder pressure and the stroke of the brake operation element. It is configured to calculate the braking pressure, calculate the target braking pressure of each wheel based on the master cylinder pressure when activated by the starting means, and control the increased pressure reducing control valve so that the braking pressure of each wheel becomes the target braking pressure. It's okay.
  • FIG. 1 is a schematic configuration diagram showing a hydraulic circuit of one embodiment of a semi-bi-by-by-wire braking control device for a vehicle according to the present invention.
  • FIG. 2 is a block diagram showing the control system of the embodiment shown in FIG.
  • FIG. 3 is a flowchart showing the brake control routine in the illustrated embodiment.
  • Fig. 4 is a graph showing the relationship between the average value P nia of the master cylinder pressure and the target deceleration G pt.
  • Fig. 5 is a graph showing the relationship between the brake pedal depression stroke St and the target deceleration Gst.
  • Figure 6 is a graph showing the relationship between the previous final target deceleration G tf and the weight ⁇ for the target deceleration G pt.
  • FIG. 1 shows an embodiment of a vehicle semi-brake pi-wire type braking control device according to the present invention.
  • FIG. 2 is a block diagram showing a control system of the embodiment shown in FIG.
  • the solenoid of each valve is not shown for the sake of simplicity.
  • 10 indicates a hydraulic brake device that is electrically controlled, and the brake device 1 0 pumps brake oil in response to the driver depressing the brake pedal 1 2.
  • Master cylinder 14 to be used.
  • a dry stroke simulator 16 is provided between the brake pedal 12 and the master cylinder 14.
  • the master cylinder 14 has a first master cylinder chamber 14 A and a second master cylinder chamber 14 B, and each of these master cylinder chambers has a brake hydraulic pressure supply pipe 18 for the left front wheel.
  • One end of a brake hydraulic control conduit 20 for the right front wheel is connected.
  • Wheel cylinders 2 2 FL and 2 2 FR for controlling the braking force of the left front wheel and the right front wheel are connected to the other ends of the brake hydraulic pressure control pipes 18 and 20, respectively.
  • a normally open type electromagnetic on / off valve (master force valve) 2 4 L and 2 4 R is provided, and the electromagnetic on / off valves 2 4 L and 2 4 R It functions as a shut-off valve that controls the communication between the first master cylinder chamber 14 A and the second master cylinder chamber 14 B and the corresponding wheel cylinders 2 2 FL and 2 2 FR.
  • a wet stroke simulator 28 is connected to the brake hydraulic pressure supply pipe 18 between the master cylinder 14 and the solenoid valve 24 FL via a normally closed solenoid valve (normally closed valve) 26. ing.
  • a reservoir 30 is connected to the master cylinder 14, and one end of a hydraulic pressure supply conduit 3 2 is connected to the reservoir 30.
  • An oil pump 3 6 that is driven by an electric motor 3 4 is provided in the middle of the hydraulic supply conduit 3 2, and an accumulator 3 8 that accumulates high hydraulic pressure is stored in the hydraulic supply conduit 3 2 on the discharge side of the oil pump 3 6. Is connected.
  • One end of a hydraulic discharge conduit 40 is connected to the hydraulic supply conduit 3 2 between the reservoir 30 and the oil pump 36.
  • a conduit is provided to connect the hydraulic supply conduit 3 2 on the suction side of the oil pump 36 and the hydraulic supply conduit 3 2 on the discharge side, and an accumulator is provided in the middle of the conduit.
  • There is a relief valve that opens when the pressure in the compressor 3 8 exceeds the reference value and returns oil to the hydraulic supply conduit 3 2 on the suction side from the hydraulic supply conduit 3 2 on the discharge side.
  • the hydraulic supply conduit 3 2 on the discharge side of the oil pump 3 6 is connected to the brake hydraulic supply conduit 1 8 between the electromagnetic on-off valve 2 4 L and the wheel cylinder 2 2 FL by the hydraulic control conduit 4 2, and hydraulic pressure control Brake fluid between solenoid valve 2 4 R and wheel cylinder 2 2 FR by conduit 4 4 Connected to pressure supply conduit 20; connected to wheel cylinder 2 2 RL for left rear wheel via hydraulic control conduit 4 6; connected to wheel cylinder 2 2 RR for right rear wheel via hydraulic control conduit 4 8 .
  • Normally closed electromagnetic linear valves 50 FL, 50 FR, 50 RL, 50 RR are provided in the middle of the hydraulic control conduits 4 2, 4 4, 4 6, 4 8.
  • hydraulic control conduits 4 2, 4 4, 4 6, 4 8 are hydraulic control conduits 5 2, 5 4 respectively , 5 6 and 5 8 are connected to the hydraulic discharge conduit 40, and in the middle of the hydraulic control conduits 5 2, 5 4, 5 6 and 5 8 are normally closed electromagnetic linear valves 6 0 FL, 6 0 FR, 6 0 RL, 6 0 RR are provided.
  • Linear valves 5 0 FL, 5 0 FR, 5 0 RL, 5 0 RR function as pressure-increasing valves (holding valves) for wheel cylinders 2 2 FL, 2 2 FR, 2 2 RL, 2 2 RR respectively.
  • 6 0 RL and 6 0 RR function as pressure reducing valves for the wheel cylinders 2 2 FL, 2 2 FR, 2 2 RL, and 2 2 RR, respectively.
  • the pressure increase / decrease control valve is configured to control the supply and discharge of high pressure oil to the wheel cylinder.
  • solenoid on / off valves 2 4 L and 2 4 R are kept open during non-control when the drive current is not supplied to each solenoid on / off valve, each linear valve and the motor 3 4. 0 FL to 5 0 RR, linear valve 6 0 FL to 6 0 RR is kept closed (non-control mode). Also, when any of the linear valve 50 FL to 50 RR or the relieve valve 60 FL to 60 RR fails and the pressure in the corresponding wheel cylinder cannot be controlled normally, each electromagnetic open / close Valves etc. are set to the non-control mode, so that the power in the wheel cylinder of each wheel is controlled directly by the master cylinder 14.
  • the brake hydraulic control conduit 18 between the first master cylinder chamber 14 A and the electromagnetic on-off valve 24 4 L has the pressure in the control conduit 1 8 as the first master cylinder pressure.
  • a first pressure sensor 66 that detects P m 1 is provided in the brake hydraulic control conduit 20 between the second master cylinder chamber 14 B and the electromagnetic on-off valve 24 R.
  • the pressure in the control conduit is detected as the second master cylinder pressure Pm2.
  • a second pressure sensor 68 is provided.
  • the brake pedal 1 2 is provided with a stroke sensor 70 for detecting the brake pedal depression stroke St by the driver, and the hydraulic supply conduit 3 2 on the discharge side of the oil pump 3 4 has a pressure in the conduit ⁇ . Pressure sensor that detects as accumulator pressure Pa 7 2 is provided.
  • Pressure sensors 7 4FL and 7 4FR are provided to detect pressures Pfl and P fr in 2FR.
  • the hydraulic control conduits 4 6 and 4 8 between the solenoid on-off valves 5 ORL and 5 ORR and the wheel cylinders 2 2RL and 2 2RR are connected to the wheel cylinders 2 2RL and 2 2RR, respectively.
  • Pressure sensors 7 4RL and 7 4 RR are provided for detecting the pressures Prl and Prr.
  • Electromagnetic on / off valves 24L and 24R, electromagnetic on / off valve 26, motor 34, linear valve 5 OFL to 5 ORR, linear valve 6 0FL to 6 ORR are used for braking control shown in FIG. 2 as will be described in detail later.
  • the electronic control unit 78 includes a microcomputer 80 and a drive circuit 8 2.
  • the microcomputer 80 is not shown in detail in FIG. 1, but for example, a central processing unit (CPU), a read only memory (ROM), a random access memory (RAM), and an input / output port. And a general configuration in which these are connected to each other by a bidirectional common path.
  • the brake switch 8 4 When the brake switch 8 4 is turned on by depressing the brake pedal 1 2 , the brake lamp 8 6 is lit, and the power supply circuits 8 8 and 90 as the starting means are driven, whereby the power supply circuit 8 8 Further, a drive current is supplied to each sensor, and a drive current is supplied from the power supply circuit 90 to the microcomputer 80 and the drive circuit 82.
  • the power supply circuit 90 is also driven by switching on the ignition switch (IG SW) 9 2, and the power supply circuit 90 is driven by either the brake switch 84 or the switching switch 92 In this case, the drive current supply to the microcomputer 80 and the drive circuit 8 2 continues until the ignition switch 9 2 is switched off. Is done.
  • the microcomputer 80 stores a control routine based on the flowchart shown in FIG. 3 as will be described later.
  • the brake is braked.
  • the electromagnetic on / off valve 2 6 is opened, and the electromagnetic on / off valves 2 4 L and 2 4 R are closed, and in this state, the pressure sensors 6 6 and 6 8 are detected.
  • the control valve 50 0 to 5 0 RR and 60 0 FL to 60 0 RR are controlled so that the braking pressure P i of each wheel becomes the target wheel cylinder pressure P ti (normal control mode).
  • the microcomputer 80 follows the flow chart shown in FIG. 3 as will be described later, and the power supply circuit 90 is driven by the brake switch 84 with the ignition switch 92 turned off. As long as the brake pedal 1 2 is depressed, the solenoid on / off valves 2 4 L and 2 4 R are closed while the solenoid on / off valve 2 6 is kept closed, and the pressure is maintained in that state.
  • the linear valves 5 OFL to 50 RR and 6 0 FL to 60 RR are controlled so that the braking pressure P i becomes the target wheel cylinder pressure P ti (control mode when the brake pedal is depressed).
  • the microcomputer 80 is activated when the power supply circuit 90 is driven by the brake switches 8 and 4 with the ignition switch 92 turned off.
  • Step 10 it is determined whether or not the brake pedal 12 is depressed by a predetermined amount or more. When a negative determination is made, the electromagnetic on-off valve 26 is closed at step 20. Alternatively, the electromagnetic on-off valves 24 L and 24 R are opened or maintained open, and when an affirmative determination is made, the process proceeds to step 30.
  • Whether or not the brake pedal 12 is depressed by a predetermined amount or more is determined by determining whether or not the brake switch 84 is in the ON state, and the master cylinder pressure detected by the pressure sensors 6 6 and 6 8. Determine whether the average value P ma of P ml and P m2 is greater than or equal to the reference value P mo (positive constant), and the stepping stroke S t detected by the stroke sensor 70 is the reference value S to ( (Positive constant) The determination may be made by any of the above determinations or any combination thereof.
  • step 30 it is determined whether or not the electronic control unit 7 8 has been activated by depressing the brake pedal 12, and a negative determination, that is, the ignition switch 9 2 is switched on. If it is determined that it has been activated, the process proceeds to step 50. If an affirmative determination is made, the process proceeds to step 40.
  • step 40 it is determined whether or not the brake pedal 1 2 has been released after the electronic control device 7 8 has been activated by the brake pedal 12 2 being pressed, and a negative determination is made. If YES, go to step 90. If YES, go to step 50.
  • the release of the brake pedal 1 2 can be released by checking whether the brake switch 8 4 has been switched from on to off, or whether the average value P ma of the master cylinder pressures P ml and P m2 detected by the pressure sensors 6 6 and 6 8 is Whether or not the reference stroke P mo is less than or equal to the reference value P mo, and whether or not the stepping stroke S t detected by the stroke sensor 70 is less than or equal to the reference value S to or any of them. It may be determined by a combination.
  • step 50 when the electromagnetic on-off valve 26 is opened or maintained open, the electromagnetic on-off valves 2 4 L and 2 4 R are closed or maintained in the closed state. .
  • step 60 a signal indicating the master cylinder pressure P ml detected by the pressure sensor 66 is read, and based on the average value P ma of the master cylinder pressure P ml and P m2, the result is shown in FIG.
  • the target deceleration G pt based on the master cylinder pressure is calculated from the map corresponding to the graph shown.
  • step 70 the depression stroke detected by the stroke sensor 70 is detected. Based on the stroke St, the target deceleration Gst based on the stroke is calculated from the map corresponding to the graph shown in Fig. 5.
  • step 80 the weight ⁇ (0 ⁇ ⁇ ⁇ 1) for the target deceleration G P t is calculated from the map corresponding to the graph shown in Fig. 6 based on the previous final target deceleration G. Then, the final target deceleration Gt is calculated as the weighted sum of the target deceleration Gpt and the target deceleration Gst according to Equation 1 below.
  • the weight ⁇ is calculated based on the previous final target deceleration Gtf, but may be modified to be calculated based on the target deceleration Gpt or Gst.
  • step 90 the electromagnetic on-off valve 26 is maintained in the closed state, and the electromagnetic on-off valves 2 4 L and 24 R are closed or maintained in the closed state.
  • Step 100 the target based on the master cylinder pressure corresponding to the dulla shown in Fig. 4 based on the average value Pma of the master cylinder pressures P ml and P m2 as in Step 60 above. Deceleration Gpt is calculated, and in step 1 1 0, the final target deceleration Gt is set to the target deceleration Gpt.
  • the wheel cylinder pressure for each wheel is the target. It is controlled by the hydraulic feed pack so that the braking pressure Pti is obtained.
  • step 10 if it is determined in step 10 that the brake pedal 12 is depressed by a predetermined amount or more, the electronic control unit 7 8 is operated in step 30 in the brake pedal 1. It is determined whether or not the electronic control unit 78 has been started by turning on the ignition switch 9 2 and turning it on.
  • the valve 26 is opened or maintained in the open state, and the electromagnetic on-off valves 24 L and 24 R are closed or maintained in the closed state. Steps 60 to 80, 1 2 0 , 1 3 0
  • the average value of master cylinder pressure Pml, P m2 Pma and pre-depressed stroke of key pedal 2 Stroke St is calculated based on St, and the final target deceleration Gt is calculated.
  • the braking force of each wheel breaks in normal control mode. To Paiwaiya formula Be controlled.
  • step 30 if it is determined in step 30 that the electronic control unit 78 is activated by depressing the brake pedal 12, the depressing of the brake pedal 12 is canceled in step 40. If it is determined that the brake pedal 1 2 has not been released, the electromagnetic on-off valve 26 is maintained in the closed state in step 90.
  • the electromagnetic on-off valves 2 4 L and 2 4 R are closed or maintained in the closed state, and based on the average value P ma of the master cylinder pressures P ml and P m2 in steps 1 0 to 1 30
  • the final target deceleration Gt is calculated, and the braking force of each wheel is controlled in the brake pi-wire type in the brake pedal depressing start-up control mode based on the final target deceleration Gt.
  • the electromagnetic open / close valve 26 remains in the closed state unless the depressing of the brake pedal 12 is released.
  • the master cylinder 14 and the stroke simulator 2 8 are maintained in a disconnected state, so that the hydraulic fluid in the master cylinder 14 that has been pressurized by depressing the brake pedal 1 2 is not pressurized.
  • the brake pedal 1 2 is stroked only by the operation of the dry stroke simulator 1 6, and the stroke of the brake pedal 1 2 is smaller than that during normal control. Compared to the conventional case where the stroke increases unnaturally even without increasing the driver's feeling, the driver feels much less strange.
  • the electronic control unit 78 when the electronic control unit 78 is activated by depression of the brake pedal 12 and the depression of the brake pedal 12 has never been released, the master cylinder pressure P ml, P m2
  • the final target deceleration G t is calculated based on the average value P nm, and the braking force of each wheel is controlled based on the final target deceleration G t, so the electronic control unit 7 8 depresses the brake pedal 1 2 Even in a situation where the brake pedal 12 has not been released, the braking force of each wheel can be reliably controlled according to the braking operation amount of the driver.
  • the depression of the brake pedal 12 is released in step 40. If it is determined that it has When the brake pedal is depressed, the control mode changes from the control mode to the normal control mode, so the brake device 10 is switched on when the brake device 10 is turned on for the second and subsequent braking operations, and the electronic control device 78 is activated.
  • the brake pedal 12 stroke is limited as in the control mode when the brake pedal is depressed, and the driver feels uncomfortable during the second and subsequent braking operations.
  • the target braking pressure P ti of each wheel is the average value P ma of the master cylinder pressures P ml and P m2 as a value indicating the braking operation amount of the driver.
  • the driver's required deceleration G t is calculated based on the amount of depression of the brake pedal S t
  • the target braking pressure P ti for each wheel is calculated based on the driver's required deceleration G t.
  • the control of the braking force in the normal control mode itself does not form the gist of the present invention, and may be executed in any manner known in the technical field.
  • the target braking pressure P ti of each wheel is the value of the master cylinder pressure P ml, P m2 as a value indicating the amount of braking operation by the driver in the control mode when the brake pedal is depressed.
  • the driver's required deceleration G t is calculated based on the average value P ma
  • the target braking pressure P ti for each wheel is calculated based on the driver's required deceleration G t, but the brake
  • the control of the braking force in the pedal depression start-up control mode does not form the gist of the present invention, and may be executed in any manner known in the art.
  • the pressure increasing / reducing control valve for controlling the wheel cylinder pressure P i of each wheel is a linear valve as a pressure increasing control valve 5 O FL to 50 RR and a pressure reducing control valve.
  • these valves may be replaced by control valves with the function of increasing and decreasing pressure and holding.
  • whether or not the brake switch 8 4 is on is determined by determining whether or not the brake operation amount by the driver is equal to or greater than the reference value and the brake operation is being performed by the driver. Whether the average value P ma of the master cylinder pressure is greater than or equal to the reference value P mo, The determination of whether or not the stroke S t of the brake pedal 1 2 is greater than or equal to the reference value S to is performed by any combination thereof, but instead of these determinations or these For example, it may be determined whether or not the pedal force applied to the brake pedal 2 detected by the pedal force sensor is greater than or equal to a reference value in combination with any of the above determinations.
  • the release of the brake pedal 1 2 is canceled by whether or not the brake switch 8 4 is switched from on to off, and the average value P ma of the master cylinder pressure is less than the reference value P mo. Whether or not the stroke S t of the brake pedal 1 2 has fallen below the reference value S to, or any combination thereof, instead of these determinations or in combination with any of these determinations, for example, it may be determined whether or not the pedaling force applied to the brake pedal 12 detected by the pedaling force sensor has become a reference value or less.
  • the master cylinder pressure is detected by the two pressure sensors 66 and 68, but the master cylinder pressure may be corrected so as to be detected by one pressure sensor.

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Regulating Braking Force (AREA)

Abstract

Cette invention a pour objet une commande de système de freinage d'un véhicule dans lequel une perception inadéquate communiquée au chauffeur est empêchée lorsqu'un système de freinage, par exemple une pédale de frein, s'enfonce davantage même si le chauffeur n'appuie pas davantage sur la pédale, en l’absence d’une interconnexion d’un maître-cylindre avec un simulateur de course lorsqu'un moyen de contrôle est activé par un dispositif d’actionnement. Lorsque la pédale de frein (12) est enfoncée selon une valeur spécifiée ou plus (S20) et qu'une commande électronique (78) est activée (S30) en enfonçant la pédale de frein (12), une électrovanne (vanne normalement fermée) (26) est maintenue en position fermée à moins que l'appui ne soit relâché (40), et les électrovannes (vannes de fermeture) (24L, 24R) sont fermées ou maintenues en position fermée (S90) tout en interrompant le maître-cylindre (14) et le simulateur de course (28). La force de freinage sur chaque roue est contrôlée par le système « brake-by-wire » (freinage intégré) (S100-S130) en mode contrôle au moment d'actionner la pédale de frein sur la base d'une décélération cible finale Gt effectuée sur la base d'une valeur moyenne Pma des pressions Pm1 et Pm2 du maître-cylindre.
PCT/JP2004/013470 2004-09-09 2004-09-09 Commande de systeme de freinage semi-integre d'un vehicule WO2006027852A1 (fr)

Priority Applications (2)

Application Number Priority Date Filing Date Title
CNB2004800015779A CN100441453C (zh) 2004-09-09 2004-09-09 车辆的半索控式制动控制装置
PCT/JP2004/013470 WO2006027852A1 (fr) 2004-09-09 2004-09-09 Commande de systeme de freinage semi-integre d'un vehicule

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
PCT/JP2004/013470 WO2006027852A1 (fr) 2004-09-09 2004-09-09 Commande de systeme de freinage semi-integre d'un vehicule

Publications (1)

Publication Number Publication Date
WO2006027852A1 true WO2006027852A1 (fr) 2006-03-16

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PCT/JP2004/013470 WO2006027852A1 (fr) 2004-09-09 2004-09-09 Commande de systeme de freinage semi-integre d'un vehicule

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WO2009106971A1 (fr) * 2008-02-29 2009-09-03 Toyota Jidosha Kabushiki Kaisha Appareil de commande de freins
EP2711257A1 (fr) * 2011-09-20 2014-03-26 Nissan Motor Co., Ltd Système de commande de frein de véhicule

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CN102303595A (zh) * 2011-06-27 2012-01-04 上海理工大学 车辆稳定制动控制装置
CN103702875B (zh) * 2011-07-19 2016-08-24 丰田自动车株式会社 制动控制装置
CN113665545B (zh) * 2021-08-25 2022-05-10 的卢技术有限公司 一种强制动情况下的转向受控保持方法和系统

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WO2009106971A1 (fr) * 2008-02-29 2009-09-03 Toyota Jidosha Kabushiki Kaisha Appareil de commande de freins
EP2711257A1 (fr) * 2011-09-20 2014-03-26 Nissan Motor Co., Ltd Système de commande de frein de véhicule
EP2711257A4 (fr) * 2011-09-20 2014-12-17 Nissan Motor Système de commande de frein de véhicule

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CN100441453C (zh) 2008-12-10

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