WO2011090056A1 - 車両用補助制動装置 - Google Patents
車両用補助制動装置 Download PDFInfo
- Publication number
- WO2011090056A1 WO2011090056A1 PCT/JP2011/050826 JP2011050826W WO2011090056A1 WO 2011090056 A1 WO2011090056 A1 WO 2011090056A1 JP 2011050826 W JP2011050826 W JP 2011050826W WO 2011090056 A1 WO2011090056 A1 WO 2011090056A1
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- WO
- WIPO (PCT)
- Prior art keywords
- vehicle
- braking
- wheel speed
- wheel
- operation amount
- Prior art date
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Classifications
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- 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
- 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
- B60T13/662—Electrical control in fluid-pressure brake systems characterised by specified functions of the control system components
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- 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
- 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
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
- B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/18—Conjoint control of vehicle sub-units of different type or different function including control of braking systems
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
- B60W50/08—Interaction between the driver and the control system
- B60W50/10—Interpretation of driver requests or demands
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2240/00—Control parameters of input or output; Target parameters
- B60L2240/40—Drive Train control parameters
- B60L2240/46—Drive Train control parameters related to wheels
- B60L2240/461—Speed
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- 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
- B60T2260/00—Interaction of vehicle brake system with other systems
- B60T2260/08—Coordination of integrated systems
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2520/00—Input parameters relating to overall vehicle dynamics
- B60W2520/28—Wheel speed
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2710/00—Output or target parameters relating to a particular sub-units
- B60W2710/06—Combustion engines, Gas turbines
- B60W2710/0605—Throttle position
Definitions
- the present invention relates to an auxiliary braking device for a vehicle.
- This application claims priority based on Japanese Patent Application No. 2010-010263 filed in Japan on January 20, 2010, the contents of which are incorporated herein by reference.
- a blocking member that is coupled to a brake pedal and prevents the operation of the accelerator wire is provided.
- the blocking member prevents the operation of the accelerator wire, thereby preventing the engine speed.
- An apparatus that prohibits ascent is known (see, for example, Patent Document 1).
- a device that reduces at least one of the intake air amount and the fuel supply amount to the engine when the brake device is operated is also known (see, for example, Patent Document 2).
- An object of the present invention is to provide an auxiliary braking device for a vehicle.
- An auxiliary braking device for a vehicle includes an accelerator pedal operation amount detection unit that detects an operation amount of an accelerator pedal of a vehicle and outputs a detection result signal; Brake pedal operation amount detection means for detecting an operation amount and outputting a detection result signal; based on the signals output from the accelerator pedal operation amount detection means and the brake pedal operation amount detection means, Braking assistance means for assisting braking; wheel speed detection means for detecting a wheel speed, which is a rotational speed of the wheel of the vehicle, and outputting a detection result signal; and the wheel speed output from the wheel speed detection means Wheel speed difference calculating means for calculating a wheel speed difference between the wheel speed of the front wheel and the wheel speed of the rear wheel based on the signal of the rear wheel, and outputting a signal of a calculation result. If the wheel speed difference et outputted the signal is greater than or equal to a predetermined value, the braking assistance means
- the braking auxiliary means may assist braking of the vehicle by driving a throttle of the vehicle in a closing direction.
- the braking auxiliary means reduces or stops energization of the motor. You may assist braking of the vehicle.
- the braking auxiliary means increases the amount of pressurization of the wheel cylinder of the vehicle according to the amount of operation of the brake pedal, thereby braking the vehicle. You may help.
- the braking assistance You may further provide the prohibition means which prohibits the assistance of the said braking by a means.
- the vehicle further includes a steering angle detection unit that detects a steering angle of the vehicle and outputs a detection result signal;
- a steering angle detection unit that detects a steering angle of the vehicle and outputs a detection result signal;
- the vehicle auxiliary braking device described in (1) above when the wheel speed difference between the front wheel speed and the rear wheel speed is less than a predetermined wheel speed difference, A corresponding acceleration (that is, control of the throttle opening according to the operation amount of the accelerator pedal) is allowed.
- the wheel speed difference is greater than or equal to the predetermined wheel speed difference, the vehicle's running safety is improved against inappropriate driving operations by assisting braking of the vehicle regardless of the driver's intention to drive. While ensuring, the driving intention of the driver can be accurately reflected in the driving behavior of the vehicle.
- the braking assistance of the vehicle can be accurately executed, and the traveling safety of the vehicle can be ensured against an inappropriate driving operation.
- the driver's intention to accelerate can be accurately reflected in the running behavior of the vehicle.
- FIG. 1 is a configuration diagram of a braking device to which an auxiliary braking device for a vehicle according to an embodiment of the present invention is applied. It is a flowchart which shows operation
- the vehicle auxiliary braking device 10 of the present embodiment includes a vehicle braking device 10 a, a throttle actuator 10 b, a motor control device 10 c that controls driving of the traveling motor M, and an accelerator pedal sensor 44.
- the brake device 10a includes a master cylinder 2 as a brake fluid pressure generator that generates brake fluid pressure by operating the brake pedal 1 by the driver.
- the master cylinder 2 is connected to, for example, the output port 4 connected to the wheel cylinders 3a and 3b of the left front wheel FL and the right rear wheel RR, and the wheel cylinders 3c and 3d of the right front wheel FR and the left rear wheel RL. And an output port 5.
- the output port 4 of the master cylinder 2 and the wheel cylinders 3a and 3b of the left front wheel FL and the right rear wheel RR are connected by a connection path 11, and each wheel cylinder 3a and 3b is connected to the connection path 11 in parallel.
- the normally open solenoid valves 12 and 12 are inserted in the front.
- the wheel cylinders 3a and 3b and the reservoir 13 for releasing the brake fluid pressure in the wheel cylinders 3a and 3b are connected by a release path 14.
- normally closed solenoid valves 15 and 15 are inserted in parallel for the respective wheel cylinders 3a and 3b.
- Brake fluid sent from the wheel cylinders 3a and 3b is stored in the reservoir 13.
- the brake fluid is returned to the master cylinder 2 via a return path 18 in which a pump 16 and a damper chamber 17 provided upstream of the pump 16 and absorbing pump pulsation are inserted.
- a check valve 19 that allows the brake fluid to flow from the wheel cylinders 3 a and 3 b to the master cylinder 2 side is provided in parallel with the normally open solenoid valve 12.
- check valves 20 and 21 that allow the brake fluid to flow from the wheel cylinders 3 a and 3 b to the master cylinder 2 side are provided in series on the upstream side and the downstream side of the pump 16.
- connection path 31 The output port 5 of the master cylinder 2 and the wheel cylinders 3 c and 3 d of the right front wheel FR and the left rear wheel RL are connected by a connection path 31.
- normally open electromagnetic valves 32 and 32 are inserted in parallel for the respective wheel cylinders 3c and 3d.
- Each wheel cylinder 3c, 3d and the reservoir 33 for releasing the brake fluid pressure in each wheel cylinder 3c, 3d are connected by a release path 34.
- release path 34 normally closed solenoid valves 35, 35 are inserted in parallel for the respective wheel cylinders 3c, 3d.
- brake fluid sent from the wheel cylinders 3c and 3d is stored.
- the brake fluid is returned to the master cylinder 2 via a return path 38 in which a pump 36 and a damper chamber 37 provided upstream of the pump 36 and absorbing pump pulsation are inserted.
- a check valve 39 that allows the brake fluid to flow from the wheel cylinders 3 c and 3 d to the master cylinder 2 side is provided in parallel with the normally open solenoid valve 32.
- Check valves 40 and 41 that allow the brake fluid to flow from the wheel cylinders 3 c and 3 d to the master cylinder 2 side are provided in series on the upstream side and the downstream side of the pump 36.
- the normally open solenoid valves 12 and 32 are in a communication state by the urging force of the return springs 12b and 32b when the solenoids 12a and 32a are not energized, and the brake fluid pressure of the master cylinder 2 is set to the wheel cylinders 3a and 3b. , 3c, 3d, the wheel cylinder pressure is increased.
- the solenoids 12a and 32a are energized, the solenoids 12a and 32b are turned off against the biasing force of the return springs 12b and 32b, and the wheel cylinder pressures in the wheel cylinders 3a, 3b, 3c, and 3d are maintained.
- the normally closed solenoid valves 15 and 35 are cut off by the urging force of the return springs 15b and 35b when the solenoids 15a and 35a are not energized.
- the solenoids 15a and 35a are energized, the solenoids 15a and 35b are in communication with each other against the urging force of the return springs 15b and 35b. Depressurized.
- the normally open solenoid valves 12 and 32 are normally open at a normal position where no current is supplied, and are moved to a closed state at a switching position due to current supply. Further, the normally closed solenoid valves 15 and 35 are normally closed at a normal position where there is no energization, and shift to an open state at a switching position due to energization. This is because operation compensation at the time of abnormality, so-called fail-safe is adopted.
- the brake fluid pressure is the same as the urging direction of the return springs 12b and 32b. It acts in the direction, that is, the direction to the open state.
- the normally open solenoid valves 12 and 32, the normally closed solenoid valves 15 and 35, and the motors (not shown) that drive the pumps 16 and 36 are controlled by the control device 50.
- the control device 50 controls each wheel cylinder 3a,
- the brake fluid pressures 3b, 3c and 3d are controlled, the throttle opening degree is controlled by the throttle actuator 10b, and the energization amount to the traveling motor M is controlled by the motor control device 10c.
- the accelerator pedal sensor 44 detects the amount of depression of an accelerator pedal (not shown) by the driver and outputs a detection result signal to the control device 50.
- the brake switch 45 detects whether or not the driver depresses the brake pedal 1 (that is, whether the brake switch 45 is on or off), and outputs a detection result signal to the control device 50.
- the parking brake switch 46 detects whether or not the driver depresses the parking brake (not shown) (that is, the parking brake switch 46 is turned on or off), and outputs a detection result signal to the control device 50. .
- the steering angle sensor 47 detects the steering angle according to the steering input by the driver, and outputs a detection result signal to the control device 50.
- the hydraulic pressure sensor 48 detects the brake hydraulic pressure of each wheel cylinder 3 a, 3 b, 3 c, 3 d and outputs a detection result signal to the control device 50.
- the wheel speed sensor 49 detects the speeds of the left and right front wheels FL, FR and the rear wheels RL, RR (wheel speeds VW_FL, VW_FR, VW_RL, VW_RR) and outputs detection result signals.
- the control device 50 for example, outputs the brake hydraulic pressure output from the hydraulic pressure sensor 48 corresponding to the amount of depression of the accelerator pedal by the driver output from the accelerator pedal sensor 44 and the amount of depression of the brake pedal 1 by the driver. Based on the above, the braking assistance of the vehicle is controlled. Further, based on the wheel speed output from the wheel speed sensor 49, the control device 50 brakes the vehicle when the wheel speed difference that is the difference between the wheel speed of the front wheel and the wheel speed of the rear wheel is equal to or greater than a predetermined value. To assist.
- the control device 50 assists braking of the vehicle by driving the throttle in the closing direction of the throttle opening by the throttle actuator 10b, for example. Further, the control device 50 assists braking of the vehicle, for example, by reducing the energization amount to the traveling motor M or stopping the energization by the motor control device 10c. Further, the control device 50 assists braking of the vehicle by increasing the amount of pressurization of the brake fluid pressure of each wheel cylinder 3a, 3b, 3c, 3d, for example.
- control device 50 depresses the accelerator pedal after an increase in the depression amount of the brake pedal 1 by the driver (that is, after an increase in brake fluid pressure corresponding to the depression amount of the brake pedal 1 occurs).
- the operation amount increases to a predetermined operation amount or more and the change in the steering angle output from the steering angle sensor 47 is a predetermined change amount or more, the braking assistance of the vehicle is prohibited.
- step S01 shown in FIG. 2 it is determined whether or not the accelerator pedal is operated. If this determination is “NO”, the flow proceeds to step S 02. In this step S02, the throttle opening is reduced, the energization amount to the traveling motor M is reduced, the brake fluid pressure increase amount of each wheel cylinder 3a, 3b, 3c, 3d is increased, and the vehicle Assist braking and go to the end. On the other hand, if the determination is “YES”, the flow proceeds to step S03.
- step S03 it is determined whether or not the brake pedal 1 has been operated, for example, depending on whether or not the brake switch is on or the brake fluid pressure is equal to or higher than a predetermined pressure. If this determination is “YES”, the flow proceeds to step S 02 described above, and further to the end. On the other hand, if the determination result in step S03 is “NO”, the process proceeds to step S04. In step S04, it is determined whether or not the parking brake has been operated, for example, depending on whether or not the parking brake switch is on. If this determination is “YES”, the flow proceeds to step S 02 described above, and further to the end. On the other hand, if the determination result in step S04 is “NO”, the process proceeds to step S05.
- step S05 it is determined whether or not the wheel speed difference between the wheel speed of the front wheel and the wheel speed of the rear wheel is a predetermined value or more. If this determination is “YES”, the flow proceeds to step S 02 described above, and further to the end. On the other hand, if the determination result in step S05 is “NO”, the process proceeds to step S06. In step S06, without assisting the braking of the vehicle, the throttle is controlled so that the throttle opening degree according to the depression amount of the accelerator pedal is reached, and the process proceeds to the end.
- the driver's intention to drive is determined.
- Corresponding acceleration that is, control of the throttle opening according to the amount of operation of the accelerator pedal
- the wheel speed difference is greater than or equal to a predetermined value
- the vehicle is braked regardless of the driver's intention to drive. Assist.
- step S11 it is determined whether or not an accelerator pedal operation has been performed. If this determination is “YES”, the flow proceeds to step S 15 described later. On the other hand, if this determination is “NO”, the flow proceeds to step S 12.
- step S12 it is determined whether the wheel speed difference between the wheel speed of the front wheel and the wheel speed of the rear wheel is equal to or greater than a predetermined value. If the determination result of step S12 is “YES”, the process proceeds to step S13.
- step S13 the throttle opening is reduced, the amount of current supplied to the traveling motor M is reduced, the amount of brake fluid pressure applied to each wheel cylinder 3a, 3b, 3c, 3d is increased, and the vehicle Assist braking and go to the end.
- step S12 determines whether the throttle opening degree according to the depression amount of the accelerator pedal is reached, and the process proceeds to the end.
- step S15 it is determined whether or not the brake pedal 1 has been operated, for example, depending on whether the brake switch is on or the brake fluid pressure is equal to or higher than a predetermined pressure. If this determination is “YES”, the flow proceeds to step S12 described above, and further to the end. On the other hand, if the determination result of step S15 is “NO”, the process proceeds to step S16.
- step S16 it is determined whether or not the parking brake has been operated, for example, depending on whether or not the parking brake switch is on. If this determination is “YES”, the flow proceeds to step S12 described above, and further to the end. On the other hand, when the determination result of step S16 is “NO”, the process proceeds to the above-described step S14 and further to the end.
- step S21 it is determined whether or not the accelerator pedal is operated. If this determination is “YES”, the flow proceeds to step S 25 described later. On the other hand, if this determination is “NO”, the flow proceeds to step S22.
- step S22 it is determined whether or not the wheel speed difference between the wheel speed of the front wheel and the wheel speed of the rear wheel is equal to or greater than a predetermined value. If the determination result of step S22 is “YES”, the process proceeds to step S23.
- step 23 the throttle opening is reduced, the amount of power supplied to the traveling motor M is reduced, the amount of brake fluid pressure applied to each wheel cylinder 3a, 3b, 3c, 3d is increased, and the vehicle Assist braking and go to the end.
- step S24 the control is performed so that the throttle opening is set in accordance with the amount of depression of the accelerator pedal without assisting braking of the vehicle, and the process proceeds to the end.
- step S25 it is determined whether or not the brake pedal 1 has been operated, for example, depending on whether the brake switch is on or the brake hydraulic pressure is equal to or higher than a predetermined pressure. If this determination is “NO”, the flow proceeds to step S 29 described later. On the other hand, if the determination is “YES”, the flow proceeds to step S26. In step S26, it is determined whether or not there is an accelerator pedal depressing operation amount equal to or greater than a predetermined operation amount after the operation of the brake pedal 1 and the steering angle change is equal to or greater than a predetermined change amount. If this determination is “YES”, the flow proceeds to step S 24 described above. On the other hand, if the determination result of step S26 is “NO”, the process proceeds to step S27.
- step S27 it is determined whether or not the operation speed of the brake pedal 1 is equal to or higher than a predetermined speed. If this determination is “NO”, the flow proceeds to step S 22 described above. On the other hand, if the determination result of step S27 is “YES”, the process proceeds to step S28.
- step S28 the brake fluid pressure of each wheel cylinder 3a, 3b, 3c, 3d is maximized, and then the process proceeds to the end.
- the braking force by the traveling motor M may be increased by fully opening the throttle opening and stopping or energizing the traveling motor M in the reverse direction.
- step S29 it is determined whether or not the parking brake has been operated, for example, depending on whether or not the parking brake switch is on. If this determination is “YES”, the flow proceeds to step S 22 described above. On the other hand, if the determination result of step S29 is “NO”, the process proceeds to step S24 described above.
- the driver's intention to accelerate can be accurately reflected in the driving behavior of the vehicle.
- the control device 50 for example, regardless of the rudder angle output from the rudder angle sensor 47, after an increase in the depression amount of the brake pedal 1 by the driver (that is, the brake pedal 1). If the amount of depression of the accelerator pedal increases after the brake fluid pressure corresponding to the amount of depression is increased, the vehicle braking assistance may be prohibited.
- this vehicle auxiliary braking device it is possible to accurately reflect the driver's driving intention in the driving behavior of the vehicle while ensuring the driving safety of the vehicle against the driver's erroneous driving operation. .
- Vehicle auxiliary braking device 44 Accelerator pedal sensor (Accelerator pedal operation amount detecting means) 45 Brake switch 46 Parking brake switch 47 Steering angle sensor (steering angle detection means) 48 Fluid pressure sensor (Brake pedal operation amount detection means) 49 Wheel speed sensor (wheel speed detection means) 50 Control devices Steps S02, S13, S23, S28 Braking assist means Steps S05, S12, S22 Wheel speed difference calculating means Step S26 Inhibiting means M Traveling motor
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- Engineering & Computer Science (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Automation & Control Theory (AREA)
- Physics & Mathematics (AREA)
- Fluid Mechanics (AREA)
- Human Computer Interaction (AREA)
- Regulating Braking Force (AREA)
- Control Of Throttle Valves Provided In The Intake System Or In The Exhaust System (AREA)
- Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
Abstract
Description
本願は、2010年01月20日に、日本国に出願された特願2010-010263号に基づき優先権を主張し、その内容をここに援用する。
また、従来、例えばブレーキ装置の作動時にエンジンへの吸入空気量および燃料供給量の少なくとも何れか一方を低減させる装置も知られている(例えば、特許文献2参照)。
(1)本発明の一態様に係る車両用補助制動装置は、車両のアクセルペダルの操作量を検出して、検出結果の信号を出力するアクセルペダル操作量検出手段と;前記車両のブレーキペダルの操作量を検出して、検出結果の信号を出力するブレーキペダル操作量検出手段と;前記アクセルペダル操作量検出手段および前記ブレーキペダル操作量検出手段から出力された前記各信号に基づき、前記車両の制動を補助する制動補助手段と;前記車両の車輪の回転速度である車輪速を検出して、検出結果の信号を出力する車輪速検出手段と;この車輪速検出手段から出力された前記車輪速の信号に基づいて前輪の前記車輪速と後輪の前記車輪速との車輪速差を算出して、算出結果の信号を出力する車輪速差算出手段と;を備え、前記車輪速差算出手段から出力された前記信号の前記車輪速差が所定値以上であった場合に、前記制動補助手段が前記車両の制動を補助する。
図1に示すように、本実施形態の車両用補助制動装置10は、車両のブレーキ装置10aと、スロットルアクチュエータ10bと、走行用モータMの駆動を制御するモータ制御装置10cと、アクセルペダルセンサ44と、ブレーキスイッチ45と、パーキングブレーキスイッチ46と、舵角センサ47と、液圧センサ48と、車輪速センサ49と、制御装置50とを備えている。
また、各ホイールシリンダ3a,3bと、これらホイールシリンダ3a,3b内のブレーキ液圧を解放するリザーバ13とは、解放路14によって接続されている。解放路14には、各ホイールシリンダ3a,3b毎に並列に常閉型電磁弁15,15が介挿されている。
各ホイールシリンダ3c,3dと、各ホイールシリンダ3c,3d内のブレーキ液圧を解放するリザーバ33とは、解放路34によって接続されている。解放路34には、各ホイールシリンダ3c,3d毎に並列に常閉型電磁弁35,35が介挿されている。
また、各ソレノイド12a,32aに通電があると、各リターンスプリング12b,32bの付勢力に抗して遮断状態となり、各ホイールシリンダ3a,3b,3c,3dにおけるホイールシリンダ圧が保持される。
また、常開型電磁弁12,32では、マスタシリンダ2側から接続路11,31を介してブレーキ液圧が付与されたとき、このブレーキ液圧がリターンスプリング12b,32bの付勢方向と同方向、つまり開状態へ至る方向へと作用する。
制御装置50は、アクセルペダルセンサ44、ブレーキスイッチ45、パーキングブレーキスイッチ46、舵角センサ47、液圧センサ48、及び車輪速センサ49から出力される各検出信号に基づいて、各ホイールシリンダ3a,3b,3c,3dのブレーキ液圧を制御すると共に、スロットルアクチュエータ10bによりスロットル開度を制御し、さらに、モータ制御装置10cにより走行用モータMへの通電量を制御する。
ブレーキスイッチ45は、運転者によるブレーキペダル1の踏み込み操作の有無(つまり、ブレーキスイッチ45のオン又はオフ)を検出して、検出結果の信号を制御装置50に向けて出力する。
パーキングブレーキスイッチ46は、運転者によるパーキングブレーキ(図示略)の踏み込み操作の有無(つまり、パーキングブレーキスイッチ46のオン又はオフ)を検出して、検出結果の信号を制御装置50に向けて出力する。
舵角センサ47は、運転者による操舵入力に応じた舵角を検出して、検出結果の信号を制御装置50に向けて出力する。
液圧センサ48は、各ホイールシリンダ3a,3b,3c,3dのブレーキ液圧を検出して、検出結果の信号を制御装置50に向けて出力する。
車輪速センサ49は、左右の前輪FL,FRおよび後輪RL,RRの各速度(各車輪速VW_FL,VW_FR,VW_RL,VW_RR)を検出して、検出結果の信号を出力する。
また、制御装置50は、例えば、モータ制御装置10cにより走行用モータMへの通電量を低減あるいは通電を停止することによって、車両の制動を補助する。
また、制御装置50は、例えば、各ホイールシリンダ3a,3b,3c,3dのブレーキ液圧の加圧量を増大させることによって、車両の制動を補助する。
この判定結果が「NO」の場合には、ステップS02に進む。このステップS02においては、スロットル開度を低減し、走行用モータMへの通電量を低減し、各ホイールシリンダ3a,3b,3c,3dのブレーキ液圧の加圧量を増大させて、車両の制動を補助し、エンドに進む。
一方、上記判定結果が「YES」の場合には、ステップS03に進む。
この判定結果が「YES」の場合には、上述したステップS02に進み、さらにはエンドへと進む。
一方、ステップS03における判定結果が「NO」の場合には、ステップS04に進む。
このステップS04においては、例えばパーキングブレーキスイッチがオンであるか否かによって、パーキングブレーキの操作が有ったか否かを判定する。
この判定結果が「YES」の場合には、上述したステップS02に進み、さらにはエンドへと進む。
一方、ステップS04における判定結果が「NO」の場合には、ステップS05に進む。
この判定結果が「YES」の場合には、上述したステップS02に進み、さらにはエンドへと進む。
一方、ステップS05における判定結果が「NO」の場合には、ステップS06に進む。
このステップS06においては、車両の制動を補助せずに、アクセルペダルの踏み込み操作量に応じたスロットル開度となるようにスロットルを制御し、エンドに進む。
この第1変形例では、先ず、例えば図3に示すステップS11において、アクセルペダルの操作が有ったか否かを判定する。
この判定結果が「YES」の場合には、後述するステップS15に進む。
一方、この判定結果が「NO」の場合には、ステップS12に進む。このステップS12においては、前輪の車輪速と後輪の車輪速との車輪速差が所定値以上であるか否かを判定する。
ステップS12の判定結果が「YES」の場合には、ステップS13に進む。このステップS13においては、スロットル開度を低減し、走行用モータMへの通電量を低減し、各ホイールシリンダ3a,3b,3c,3dのブレーキ液圧の加圧量を増大させて、車両の制動を補助し、エンドに進む。
一方、ステップS12の判定結果が「NO」の場合には、ステップS14に進む。このステップS14においては、車両の制動を補助せずに、アクセルペダルの踏み込み操作量に応じたスロットル開度となるようにスロットルを制御し、エンドに進む。
この判定結果が「YES」の場合には、上述したステップS12に進み、さらにはエンドへと進む。
一方、ステップS15の判定結果が「NO」の場合には、ステップS16に進む。
このステップS16においては、例えばパーキングブレーキスイッチがオンであるか否かによって、パーキングブレーキの操作が有ったか否かを判定する。
この判定結果が「YES」の場合には、上述したステップS12に進み、さらにはエンドへと進む。
一方、ステップS16の判定結果が「NO」の場合には、上述したステップS14に進み、さらにはエンドへと進む。
この第2変形例では、先ず、例えば図4に示すステップS21において、アクセルペダルの操作が有ったか否かを判定する。
この判定結果が「YES」の場合には、後述するステップS25に進む。
一方、この判定結果が「NO」の場合には、ステップS22に進む。このステップS22においては、前輪の車輪速と後輪の車輪速との車輪速差が所定値以上であるか否かを判定する。
ステップS22の判定結果が「YES」の場合には、ステップS23に進む。このステップ23においては、スロットル開度を低減し、走行用モータMへの通電量を低減し、各ホイールシリンダ3a,3b,3c,3dのブレーキ液圧の加圧量を増大させて、車両の制動を補助し、エンドに進む。
一方、ステップS22の判定結果が「NO」の場合には、ステップS24に進む。このステップS24においては、車両の制動を補助せずに、アクセルペダルの踏み込み操作量に応じたスロットル開度となるように制御し、エンドに進む。
この判定結果が「NO」の場合には、後述するステップS29に進む。
一方、この判定結果が「YES」の場合には、ステップS26に進む。
そして、ステップS26においては、ブレーキペダル1の操作後に所定操作量以上のアクセルペダルの踏み込み操作量が有り、かつ、舵角変化が所定変化量以上であったか否かを判定する。
この判定結果が「YES」の場合には、上述したステップS24に進む。
一方、ステップS26の判定結果が「NO」の場合には、ステップS27に進む。
この判定結果が「NO」の場合には、上述したステップS22に進む。
一方、ステップS27の判定結果が「YES」の場合には、ステップS28に進む。このステップS28においては、各ホイールシリンダ3a,3b,3c,3dのブレーキ液圧の加圧量を最大としてから、エンドに進む。なお、このステップS28においては、スロットル開度を全開とし、走行用モータMへの通電を停止または逆方向に駆動することで、走行用モータMによる制動力を増大させてもよい。
ステップS29においては、例えばパーキングブレーキスイッチがオンであるか否かによって、パーキングブレーキの操作が有ったか否かを判定する。
この判定結果が「YES」の場合には、上述したステップS22に進む。
一方、ステップS29の判定結果が「NO」の場合には、上述したステップS24に進む。
44 アクセルペダルセンサ(アクセルペダル操作量検出手段)
45 ブレーキスイッチ
46 パーキングブレーキスイッチ
47 舵角センサ(舵角検出手段)
48 液圧センサ(ブレーキペダル操作量検出手段)
49 車輪速センサ(車輪速検出手段)
50 制御装置
ステップS02,S13,S23,S28 制動補助手段
ステップS05,S12,S22 車輪速差算出手段
ステップS26 禁止手段
M 走行用モータ
Claims (6)
- 車両のアクセルペダルの操作量を検出して、検出結果の信号を出力するアクセルペダル操作量検出手段と;
前記車両のブレーキペダルの操作量を検出して、検出結果の信号を出力するブレーキペダル操作量検出手段と;
前記アクセルペダル操作量検出手段および前記ブレーキペダル操作量検出手段から出力された前記各信号に基づき、前記車両の制動を補助する制動補助手段と;
前記車両の車輪の回転速度である車輪速を検出して、検出結果の信号を出力する車輪速検出手段と;
この車輪速検出手段から出力された前記車輪速の信号に基づいて前輪の前記車輪速と後輪の前記車輪速との車輪速差を算出して、算出結果の信号を出力する車輪速差算出手段と;
を備え、
前記車輪速差算出手段から出力された前記信号の前記車輪速差が所定値以上であった場合に、前記制動補助手段が前記車両の制動を補助する
ことを特徴とする車両用補助制動装置。 - 前記制動補助手段が、前記車両のスロットルを閉方向に駆動することによって前記車両の制動を補助することを特徴とする請求項1に記載の車両用補助制動装置。
- 前記車両が走行駆動用のモータを備え;
前記制動補助手段が、前記モータへの通電を低減または停止することによって前記車両の制動を補助する;
ことを特徴とする請求項1に記載の車両用補助制動装置。 - 前記制動補助手段が、前記ブレーキペダルの操作量に応じた前記車両のホイールシリンダの加圧量を増大させることによって前記車両の制動を補助することを特徴とする請求項1に記載の車両用補助制動装置。
- 前記ブレーキペダルの操作量の増大後に前記アクセルペダルの操作量が増大した場合に、前記制動補助手段による前記制動の補助を禁止する禁止手段をさらに備えることを特徴とする請求項1から請求項4の何れか1項に記載の車両用補助制動装置。
- 前記車両の舵角を検出して、検出結果の信号を出力する舵角検出手段をさらに備え;
前記禁止手段が、前記舵角検出手段から得られた前記舵角の変化量が所定舵角変化量以上であり、かつ、前記ブレーキペダルの操作量の増大後に前記アクセルペダルの操作量が増大した場合に、前記制動補助手段による前記制動の補助を禁止する;
ことを特徴とする請求項5に記載の車両用補助制動装置。
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US13/574,037 US9108597B2 (en) | 2010-01-20 | 2011-01-19 | Auxiliary braking device for vehicle |
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US20120029785A1 (en) * | 2005-10-12 | 2012-02-02 | Continental Teves Ag & Co. Ohg | Method for Determining the Wheel Pressure in an Electronically Actuable Motor Vehicle Brake Control System |
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JP5510399B2 (ja) * | 2011-06-17 | 2014-06-04 | トヨタ自動車株式会社 | 車両の制御装置 |
WO2016084553A1 (ja) * | 2014-11-28 | 2016-06-02 | 日立工機株式会社 | 電動工具 |
IT202100004052A1 (it) * | 2021-02-22 | 2022-08-22 | Raicam Driveline S R L | Attuatore per freno di stazionamento |
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2011
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JPH06344889A (ja) * | 1993-06-14 | 1994-12-20 | Mazda Motor Corp | 車両のスリップ制御装置 |
JPH08108842A (ja) * | 1994-10-06 | 1996-04-30 | Nippondenso Co Ltd | 車両用ブレーキ圧力制御装置 |
JPH08318843A (ja) * | 1995-05-25 | 1996-12-03 | Toyota Motor Corp | 車両の車体速度推定装置 |
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US20120029785A1 (en) * | 2005-10-12 | 2012-02-02 | Continental Teves Ag & Co. Ohg | Method for Determining the Wheel Pressure in an Electronically Actuable Motor Vehicle Brake Control System |
US8718895B2 (en) * | 2005-10-12 | 2014-05-06 | Continental Teves Ag & Co. Ohg | Method for determining the wheel pressure in an electronically actuatable motor vehicle brake control system |
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US9108597B2 (en) | 2015-08-18 |
JPWO2011090056A1 (ja) | 2013-05-23 |
US20120295762A1 (en) | 2012-11-22 |
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