WO2012053339A1 - 車両用制動力制御装置 - Google Patents
車両用制動力制御装置 Download PDFInfo
- Publication number
- WO2012053339A1 WO2012053339A1 PCT/JP2011/072596 JP2011072596W WO2012053339A1 WO 2012053339 A1 WO2012053339 A1 WO 2012053339A1 JP 2011072596 W JP2011072596 W JP 2011072596W WO 2012053339 A1 WO2012053339 A1 WO 2012053339A1
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- WIPO (PCT)
- Prior art keywords
- pedal
- braking
- braking force
- target value
- contribution degree
- Prior art date
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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
- 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
- B60T8/17—Using electrical or electronic regulation means to control braking
- B60T8/171—Detecting parameters used in the regulation; Measuring values used in the regulation
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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
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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
- B60T13/662—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
- B60T13/74—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 electrical assistance or drive
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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
- B60T13/74—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 electrical assistance or drive
- B60T13/745—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 electrical assistance or drive acting on a hydraulic system, e.g. a master cylinder
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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
- B60T7/06—Disposition of pedal
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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
- 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
- B60T8/326—Hydraulic systems
- B60T8/3265—Hydraulic systems with control of the booster
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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
- 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
- B60T8/4077—Systems in which the booster is used as an auxiliary pressure source
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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
- 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
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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
- B60T2220/00—Monitoring, detecting driver behaviour; Signalling thereof; Counteracting thereof
- B60T2220/04—Pedal travel sensor, stroke sensor; Sensing brake request
Definitions
- the present invention relates to a braking force control device for a vehicle which is applied to an electric vehicle or the like and obtains an assist force of a pedal depression force with an electric booster when a brake is operated.
- a braking force control device is known (see, for example, Patent Document 1).
- this braking force control the contribution degree of the target deceleration calculated from the pedal stroke is increased in a region where the braking target value is low.
- the degree of contribution of the target deceleration calculated from the master cylinder pressure is increased.
- the electric booster known as a booster is applied to the brake operation mechanism of the conventional device, and the pedal depression force and the assist thrust are converted into the master cylinder pressure.
- the contribution degree of the target deceleration calculated based on the pedal stroke is set large in the region where the braking target value is low. For this reason, when the braking target value is low, which is frequently used by the driver during normal driving, the intended deceleration may not be achieved for the brake operation with the same pedal depression force, which causes the driver to feel uncomfortable with the brake operation.
- the relationship between the piston stroke and the master cylinder pressure may be different from the design median due to variations.
- the electric booster does not directly input the pedal depression force to the master cylinder piston like the negative pressure booster, but inputs the pedal depression force from the input rod to the master cylinder piston via a spring.
- the pedal effort determined by the spring reaction force also varies. Therefore, when the control to generate the target deceleration based on the pedal stroke is performed in the region where the braking target value is low, the pedal depression force at which the same target deceleration is obtained varies depending on the variation, for example, the brake operation with the same pedal depression force is performed.
- the driver will feel uncomfortable with the brakes so that the driver's intended deceleration does not occur.
- An object of the present invention is to provide a vehicular braking force control device capable of preventing a feeling of discomfort in brake operation.
- a braking force control device for a vehicle includes a brake pedal, an electric booster, a master cylinder, pedal depression force detecting means, pedal stroke detecting means, and first braking target value calculating means.
- the second braking target value calculating unit, the contribution setting unit, and the braking target value calculating unit are provided.
- the brake pedal applies a pedaling force of the driver when the brake is operated.
- the electric booster assists the pedal depression force with the thrust of the electric actuator.
- the master cylinder inputs the pedal depression force from an input rod to a master cylinder piston via a spring, adds an assist thrust by the electric booster to the pedal depression force, and generates a master cylinder pressure that leads to a wheel cylinder provided in each wheel. generate.
- the pedal depression force detecting means detects a pedal depression force applied to the brake pedal.
- the pedal stroke detection means detects a pedal stroke to the brake pedal.
- the first braking target value calculating means calculates a first braking target value based on the pedal depression force.
- the second braking target value calculation means calculates a second braking target value based on the pedal stroke.
- the contribution degree setting means sets the contribution degree of the first braking target value larger than the contribution degree of the second braking target value as the braking target value is estimated to be lower.
- the braking target value calculating means calculates a first braking target value and a second braking target value according to the contribution set by the contribution setting means, and the first braking target value and the second braking target.
- the final braking target value is obtained by adding the value.
- the braking target value calculation means calculates the first braking target value and the second braking target value according to the set contribution degree, and adds the first braking target value and the second braking target value.
- the final braking target value is obtained. In other words, when the braking target value is low, the final braking target value is calculated based on the contribution degree closer to the pedal depression force, so that the final braking target value is calculated based on the contribution degree closer to the pedal stroke.
- the braking target value is different from the braking operation by the pedal force.
- the braking target value is frequently used by the driver in normal driving, it is possible to reduce that the braking target value is different from the braking operation with the same pedal depression force, and to prevent the driver from feeling uncomfortable with the braking operation.
- FIG. 1 is an overall system diagram illustrating an overall configuration of a vehicle braking force control apparatus according to a first embodiment.
- FIG. 3 is a control block diagram illustrating a main configuration of a brake controller of the vehicle braking force control apparatus according to the first embodiment. It is a relationship characteristic figure which shows that the relationship of the master cylinder pressure with respect to the piston stroke in a vehicle braking device has a variation relationship. It is a relationship characteristic figure which shows the relationship of the target braking force with respect to pedal effort when the relationship of the master cylinder pressure with respect to piston stroke has a variation relationship. It is a relationship characteristic figure which shows the relationship of the pedal effort with respect to a pedal stroke in case the relationship of the master cylinder pressure with respect to a piston stroke has a variation relationship.
- FIG. It is a contribution degree characteristic diagram which shows the 1st contribution degree characteristic based on the treading force in the braking force control process in the braking force control apparatus for vehicles of Example 2, and the 2nd contribution degree characteristic.
- FIG. 10 is a master cylinder pressure response characteristic graph showing a change over time in a target value and a response value of a master cylinder pressure in the vehicle braking force control apparatus of the second embodiment.
- FIG. 10 is a relational characteristic diagram showing a different relationship of pedaling force with respect to a pedal stroke when a brake operation speed is varied in the vehicle braking force control apparatus according to the second embodiment.
- FIG. 6 is a relationship characteristic diagram showing different relationships of the target braking force with respect to the pedal stroke when the pedal stroke is based, when the pedal force is based, when the contribution degree is close to the stroke when the pedal is quickly depressed, or when the contribution degree is not changed when the pedal is quickly depressed.
- It is a control block diagram which shows the principal part structure of the brake controller in the example which made the braking position the piston position instead of the target braking force.
- FIG. 1 is an overall system diagram illustrating an overall configuration of a vehicle braking force control apparatus according to a first embodiment.
- the overall configuration will be described below with reference to FIG. Note that the vehicle braking force control apparatus according to the first and second embodiments is applied to an electric vehicle such as an electric vehicle or a hybrid vehicle.
- the braking force control device for a vehicle includes a brake pedal 1, an electric booster 2, a master cylinder 3, a brake hydraulic actuator 4, and wheel cylinders 5FL, 5FR, 5RL, and 5RR. And a brake controller 6 and a motor drive circuit 7.
- the brake pedal 1 applies the driver's pedal effort when operating the brake.
- the upper end portion of the brake pedal 1 is supported so as to be rotatable with respect to the vehicle body, and the middle portion of the brake pedal 1 is connected to the input rod 9 via a clevis pin 8.
- the electric booster 2 assists the pedal effort with the thrust of the electric motor 10 (electric actuator).
- the electric booster 2 converts motor torque generated by the electric motor 10 into assist thrust using a ball screw or the like, and causes the assist thrust to act on the primary piston 11 (master cylinder piston).
- the electric booster 2 is fixed to the dash panel 12 together with the master cylinder 3.
- the master cylinder 3 applies an assist thrust by the electric motor 10 to the pedal depression force to generate a master cylinder pressure (primary pressure, secondary pressure) that leads to the wheel cylinders 5FL, 5FR, 5RL, 5RR provided on each wheel.
- the master cylinder 3 has a primary piston 11 that inputs pedal depression force applied to the input rod 9 via a pair of springs 13 and 13, and a secondary piston 14 that is integrally connected to the primary piston 11.
- the primary pressure created by the piston stroke of the primary piston 11 is guided to the brake hydraulic pressure actuator 4 through the primary pressure pipe 15.
- the secondary pressure created by the piston stroke of the secondary piston 14 is guided to the brake hydraulic pressure actuator 4 via the secondary pressure pipe 16.
- the brake hydraulic pressure actuator 4 guides the master cylinder pressure introduced through the primary pressure pipe 15 and the secondary pressure pipe 16 to the wheel cylinders 5FL, 5FR, 5RL, and 5RR as they are during normal braking operation. Note that during ABS control with brake operation, the hydraulic pressure obtained by reducing / holding / increasing the master cylinder pressure is guided to the wheel cylinders 5FL, 5FR, 5RL, and 5RR. Further, at the time of VDC control and TCS control not accompanied by a brake operation, the control hydraulic pressure based on the pump pressure by the electric pump is guided to a wheel cylinder that requires a braking force among the wheel cylinders 5FL, 5FR, 5RL, and 5RR.
- the wheel cylinders 5FL, 5FR, 5RL, 5RR are provided at the positions of the brake devices of the respective wheels, and apply braking force to the respective wheels in accordance with the wheel cylinder pressure guided through the wheel cylinder pressure pipes 17FL, 17FR, 17RL, 17RR. give.
- the brake controller 6 determines a target braking force based on the pedal depression force and the pedal stroke during a brake operation, and outputs a motor drive signal to the motor drive circuit 7 so as to obtain an assist thrust for achieving the target braking force.
- the brake controller 6 includes detection information from a pedal stroke sensor 18 (pedal stroke detecting means) that detects a pedal stroke to the brake pedal, a master cylinder pressure sensor 19, a motor resolver 20, and other sensors and switches 21. Is entered.
- the motor drive circuit 7 converts the power supply current (power supply voltage) of the battery 22 into the drive current (drive voltage) to the electric motor 10 in accordance with the motor drive signal from the brake controller 6.
- FIG. 2 is a control block diagram showing a main configuration of the brake controller 6 of the vehicle braking force control apparatus according to the first embodiment.
- the configuration of the main part will be described with reference to FIG.
- the brake controller 6 includes a pedal depression force calculation unit 60 (pedal depression force detection means), a first target braking force calculation unit 61 (first braking target value calculation means), and a second target braking force.
- a calculating unit 62 second braking target value calculating unit
- a contribution setting unit 63 contribution setting unit
- a first target braking force contribution degree calculating unit 64 a first target braking force component calculating unit 65
- a second target braking force component calculating unit 66 and a target braking force calculating unit 67 (braking target value calculating means) are provided.
- the pedal depression force calculation unit 60 calculates the pedal depression force applied to the brake pedal 1.
- Input rod input (Fi) master cylinder pressure (Pb) x input rod area (Ai) + spring constant (K) x relative displacement between the input rod and master cylinder piston ( ⁇ X)
- the input rod input (Fi) is calculated as the pedal effort.
- the master cylinder pressure (Pb) is acquired from the master cylinder pressure sensor 19.
- the relative displacement ( ⁇ X) the position information of the input rod is acquired by the pedal stroke sensor 18, and the position information of the master cylinder piston is estimated from the motor rotation position from the motor resolver 20.
- the difference between the position of the input rod and the position of the master cylinder piston is defined as a relative displacement amount ( ⁇ X).
- the first target braking force calculation unit 61 receives the pedal depression force from the pedal depression force calculation unit 60, uses the proportional characteristic of the target braking force to the pedal depression force described in the frame, and uses the first target braking force based on the pedal depression force. Is calculated.
- the second target braking force calculation unit 62 inputs the pedal stroke from the pedal stroke sensor 18 and uses the curve characteristic of the target braking force with respect to the pedal stroke described in the frame, and the second target braking force based on the pedal stroke. Is calculated.
- the contribution degree characteristic the contribution degree ⁇ is set to a small constant value in the low braking target region where the pedal depression force F is 0 to F1.
- the contribution ⁇ is set to a large constant value.
- the contribution ⁇ is set to a value that gradually changes from a small constant value to a large constant value.
- the first target braking force contribution degree calculation unit 64 calculates the contribution degree of the first target braking force based on the pedal effort by the expression (1- ⁇ ). That is, in the low braking target region, the contribution degree of the first target braking force based on the pedal depression force is set larger than the contribution degree of the second target braking force based on the pedal stroke.
- the first target braking force component calculating unit 65 includes a first target braking force based on the pedal depression force from the first target braking force calculating unit 61 and a first pedal braking force based on the pedal depression force from the first target braking force contribution degree calculating unit 64.
- the first target braking force based on the pedal depression force is calculated by multiplying the contribution degree (1- ⁇ ) of the one target braking force.
- the second target braking force component calculating unit 66 calculates the second target braking force based on the pedal stroke from the second target braking force calculating unit 62 and the second target braking force based on the pedal stroke from the contribution setting unit 63. By multiplying the contribution degree ⁇ , a second target braking force based on the pedal stroke is calculated.
- the target braking force calculation unit 67 includes a first target braking force based on the pedal depression force from the first target braking force component calculation unit 65 and a second target based on the pedal stroke from the second target braking force component calculation unit 66.
- the final target braking force is calculated by adding the braking force component.
- the target braking force is calculated from the master cylinder pressure and the pedal stroke, which are input from the driver, and the contribution degree of the two target braking forces is changed according to at least one of the master cylinder pressure and the pedal stroke. To do. In the region where the target braking force is low, the degree of contribution of the target deceleration calculated from the pedal stroke is set large. On the other hand, in the region where the target braking force is high, the degree of contribution of the target deceleration calculated from the master cylinder pressure is set large.
- Comparative Example 2 is a brake operation mechanism that uses an electric booster as a booster to generate a target braking force, and advances a master cylinder piston by the electric booster to generate a master cylinder pressure.
- This electric booster is configured to input pedal depression force from an input rod to a master cylinder piston via a spring, and input assist thrust to the master cylinder piston.
- a negative pressure booster known as a booster is configured to directly input pedal depression force and assist thrust from an input rod to a master cylinder piston.
- the relationship between the amount of movement (piston stroke) of the master cylinder piston and the master cylinder pressure was that there was a variation in parts, if there was air contamination, and there was a brake caliper knockback. Due to circumstances, etc., the relationship may differ from the design median. That is, “variation A” in which the master cylinder pressure becomes higher than the design median value with respect to the piston stroke, and “variation B” in which the master cylinder pressure becomes lower than the design median value with respect to the piston stroke. For this reason, as shown in the variation range C in FIG. 3, in order to produce the same master cylinder pressure, it is necessary to make the piston strokes different.
- Comparative Example 1 when Comparative Example 1 is applied to Comparative Example 2, in a region where the target braking force is low, the target braking force based mainly on the pedal stroke is generated. In the case of “variation B”, it is possible to obtain a desired master cylinder pressure by increasing the piston stroke.
- the electric booster of Comparative Example 2 is configured to input the pedal effort from the input rod to the master cylinder piston via the spring.
- Input rod input (Fi) master cylinder pressure (Pb) x input rod area (Ai) + spring constant (K) x relative displacement between the input rod and master cylinder piston ( ⁇ X)
- the above formula for calculating the input rod input is a conversion of the pressure balance equation (1) in the publication of Comparative Example 2, where “input rod input (Fi)” is the pedal effort of the driver. It corresponds to.
- Master cylinder pressure (Pb) ⁇ input rod area (Ai) corresponds to the hydraulic reaction force.
- Spring constant (K) ⁇ relative displacement ( ⁇ X) corresponds to a spring reaction force.
- the pedal depression force is input from the pedal depression force calculation unit 60, and the second target braking force based on the pedal stroke is calculated based on the pedal depression force using the contribution degree characteristic with respect to the pedal depression force described in the frame.
- the contribution ⁇ is set to a small constant value.
- the first target braking force contribution degree calculation unit 64 calculates the contribution degree (1- ⁇ ) of the first target braking force based on the pedal effort
- the first target braking force component calculation unit 65 calculates (1- ⁇ ) And the first target braking force based on the pedal effort, the first braking target value is calculated.
- the second target braking force component calculating unit 66 calculates the second braking target value by multiplying the contribution degree ⁇ of the second target braking force based on the pedal stroke and the second target braking force based on the pedal stroke.
- the final target braking force is calculated by adding the first target braking force and the second target braking force. Therefore, the final target braking force in the low braking target region is such that the contribution degree (1- ⁇ ) of the first target braking force based on the pedal depression force is greater than the contribution degree ⁇ of the second target braking force based on the pedal stroke. Is done.
- the contribution ⁇ is set to a value that gradually changes from a small constant value to a large constant value. Accordingly, the final target braking force in the intermediate braking target region is gradually changed from a large value to a contribution degree (1- ⁇ ) of the first target braking force based on the pedal depression force. 2. The contribution degree ⁇ of the target braking force is gradually increased from a small value.
- the contribution ⁇ is set to a large constant value. Therefore, the final target braking force in the high braking target region is such that the contribution degree ⁇ of the second target braking force based on the pedal stroke is greater than the contribution degree (1- ⁇ ) of the first target braking force based on the pedal depression force. Is done.
- the lower the pedal depression force the larger the contribution degree of the first target braking force based on the pedal depression force is set to be greater than the contribution degree of the second target braking force based on the pedal stroke.
- Adopted. Therefore, when the pedal effort is low, the final target braking force is calculated based on the contribution degree closer to the pedal depression force, so that the final target braking force is calculated based on the contribution degree closer to the pedal stroke. That the target braking force differs with respect to the brake operation due to is reduced. For this reason, when the braking target value is frequently used by the driver during normal driving, the target braking force is reduced from being different from the braking operation by the same pedal depression force, and the driver's uncomfortable braking operation is prevented.
- the pedaling force characteristic shows a characteristic that rises in a proportional straight line with time.
- the solid line characteristic is a median value
- the broken line upper side characteristic is a variation B case
- the broken line lower side characteristic is a variation A case.
- the pedal stroke characteristic shows a characteristic that increases with an Nth-order curve as time passes.
- the target braking force based on the pedal depression force shows a characteristic that increases in a proportional straight line as time passes from time t1.
- the solid line characteristic is a median value
- the broken line upper characteristic is a variation B
- the broken line lower characteristic is a variation A.
- the target braking force based on the pedal stroke shows a characteristic that increases with an Nth-order curve as time elapses from time t1.
- the degree of contribution is given by the characteristic that the degree of contribution of the pedal effort decreases from the time t2 in the case of a low braking target region from time t0 to time t2.
- the target braking force is given close to the pedal depression force from time t1 to time t2, the relationship between the pedal depression force and the target braking force is a characteristic of the target braking force based on the pedal depression force determined by variation. And the target braking force is different from the braking operation by the same pedal depression force. Moreover, since the time between time t1 and time t2 is a low braking target value that is frequently used by the driver in normal driving, the effect of preventing the driver from feeling uncomfortable with the brake operation is effectively exhibited.
- Brake pedal 1 which applies the driver's pedal effort F during braking,
- An electric booster 2 that assists the pedal depression force F with a thrust of an electric actuator (electric motor 10);
- the pedal depression force F is input to the master cylinder piston (primary piston 11) from the input rod 9 through the springs 13 and 13, and the assist thrust force by the electric booster 2 is applied to the pedal depression force F, and the wheels provided on the respective wheels.
- a master cylinder 3 for generating a master cylinder pressure leading to the cylinders 5FL, 5FR, 5RL, 5RR;
- a pedal depression force calculating unit 60 (pedal depression force detecting means) for detecting a pedal depression force F applied to the brake pedal 1;
- Pedal stroke detecting means (pedal stroke sensor 18) for detecting a pedal stroke to the brake pedal 1;
- First braking target value calculation means (first target braking force calculation unit 61) for calculating a first target braking force (first braking target value) based on the pedal depression force F;
- Second braking target value calculating means (second target braking force calculating unit 62) for calculating a second braking target value (second target braking force) based on the pedal stroke;
- the degree of contribution (1- ⁇ ) of the first braking target value (first target braking force) becomes the second braking target value (second target braking) as the braking target value (target braking force) is estimated to be lower.
- (Power) contribution degree setting means for setting the contribution degree ⁇ larger than, According to the contribution degree (1- ⁇ ) and ⁇ set by the contribution degree setting means (contribution degree setting unit 63), the first braking target value (first target braking force) and the second braking target value ( (Second target braking force) is calculated, and the final braking target value (target) is calculated by adding the first braking target value (first target braking force) and the second braking target value (second target braking force).
- Braking target value calculation means target braking force calculation unit 67 for obtaining (braking force); Is provided.
- the braking target value (target braking force) that the driver frequently uses during normal driving is reduced, the braking target value (target braking force) is different from the braking operation with the same pedal depression force, and the braking applied to the driver An uncomfortable operation can be prevented.
- Input rod input (Fi) master cylinder pressure (Pb) x input rod area (Ai) + spring constant (K) x relative displacement between the input rod and master cylinder piston ( ⁇ X)
- the input rod input (Fi) is calculated as the pedal effort F.
- Example 2 is an example in which the contribution degree based on the pedal depression force is changed and set when the brake operation speed is fast.
- FIG. 7 is a flowchart illustrating the configuration and flow of a braking force control process executed by the brake controller 6 of the vehicle braking force control apparatus according to the second embodiment.
- This process is executed, for example, with a startup period of 10 msec.
- step S1 the pedal depression force F is read, and the process proceeds to step S2. Similar to the first embodiment, the pedal depression force F is obtained by calculation in another flowchart.
- step S2 following the reading of the pedal depression force F in step S1, a target value Gf based on the pedal depression force F is calculated, and the process proceeds to step S3 (first braking target value calculation means).
- the target value Gf based on the pedal depression force F is calculated in the same manner as the first target braking force calculation unit 61 in the first embodiment.
- step S3 following the calculation of the target value Gf based on the pedal depression force F in step S2, the pedal stroke S is read, and the process proceeds to step S4.
- the pedal stroke S is obtained from a sensor signal from the pedal stroke sensor 18 as in the first embodiment.
- step S4 following the reading of the pedal stroke S in step S3, the target value Gs based on the pedal stroke S is calculated, and the process proceeds to step S5 (second braking target value calculating means).
- the target value Gs based on the pedal stroke S is calculated in the same manner as the second target braking force calculation unit 62 in the first embodiment.
- step S5 following the calculation of the target value Gs based on the pedal stroke S in step S4, a stroke change speed ⁇ S is calculated, and the process proceeds to step S6 (brake operation speed calculation means).
- step S6 following the calculation of the stroke change speed ⁇ S in step S5, it is determined whether or not the stroke change speed ⁇ S is greater than a predetermined value. If YES ( ⁇ S> predetermined value), the process proceeds to step S8, and if NO ( ⁇ S ⁇ predetermined value), the process proceeds to step S7 (contribution setting means).
- the predetermined value is given as a threshold value for determining whether or not the brake operation is an early stepping operation.
- step S7 following the determination that ⁇ S ⁇ predetermined value in step S6, the contribution degree ⁇ based on the pedal effort is calculated from the first contribution degree characteristic ⁇ 1 shown in FIG. 8, and the process proceeds to step S9 (contribution degree).
- the characteristic is set to be larger than the contribution degree of the target value Gs based on S. That is, the characteristic setting is the same as the characteristic of the contribution setting unit 63 of the first embodiment.
- step S8 following the determination that ⁇ S> predetermined value in step S6, the contribution degree ⁇ based on the pedal effort is calculated from the second contribution degree characteristic ⁇ 2 shown in FIG. 8, and the process proceeds to step S9 (contribution degree).
- the second contribution degree characteristic ⁇ 2 selected when ⁇ S> predetermined value is a characteristic in which the contribution degree of the target value Gs based on the pedal stroke S is set larger than the first contribution degree characteristic ⁇ 1. That is, the characteristic setting that suppresses the contribution degree ⁇ based on the pedal depression force earlier than the first contribution degree characteristic ⁇ 1 with respect to the increase in the pedal depression force is set.
- step S9 following the calculation of the contribution degree ⁇ based on the pedal depression force in step S7 or step S8, the contribution degree ⁇ based on the pedal depression force, the target value Gf based on the pedal depression force F, and the target value Gs based on the pedal stroke S Based on the above, the target value G is calculated, and the process proceeds to step S10 (braking target value calculating means).
- step S10 following the calculation of the target value G in step S9, the pedal stroke S read this time is stored as the past stroke value S_z, and the process proceeds to the end.
- Input rod input (Fi) master cylinder pressure (Pb) ⁇ input rod area (Ai) + spring constant of springs 13 and 13 (K) ⁇ relative displacement ( ⁇ X) between input rod 9 and primary piston 11
- Pb master cylinder pressure
- Au input rod area
- K spring constant of springs 13 and 13
- ⁇ X relative displacement
- the response of the master cylinder pressure is delayed.
- the pedal is stepped on more quickly (dashed line characteristic in FIG. 10) than when the pedal is depressed slowly (solid line characteristic in FIG. 10)
- the stroke is greatly increased with a light pedal effort.
- the increase in the target value based on the pedal depressing force is delayed.
- a delay occurs even when the driver demands rapid braking (such as sudden braking), and the driver may feel dissatisfied. .
- the faster the brake pedal operation is faster the greater the contribution degree (1- ⁇ ) of the target value Gs based on the pedal stroke is.
- the target value G can be increased.
- step S8 the contribution degree ⁇ based on the pedal effort is calculated from the second contribution degree characteristic ⁇ 2 (FIG. 8) in which the contribution degree of the target value Gs based on the pedal stroke S is set larger than the first contribution degree characteristic ⁇ 1.
- step S1 step S2, step S3, step S4, step S5, step S6, step S7, step S9, step S10, and end is repeated. Since the operation is the same as that of the first embodiment, the description thereof is omitted.
- brake operation speed calculation means for calculating a brake operation speed (stroke change speed ⁇ S) that is a change speed of the brake pedal operation state quantity of the driver
- the contribution setting means contributes to the second braking target value (target value Gs based on the pedal stroke) as the brake operation speed (stroke change speed ⁇ S) increases toward the increase side.
- the contribution degree is changed and set so that the degree (1- ⁇ ) is increased. For this reason, in addition to the effect of (1) or (2) of the first embodiment, it is possible to meet the driver's sudden braking request when the pedal is quickly depressed.
- the contribution degree setting means (steps S6 to S8 in FIG. 7) is configured such that when the brake operation speed (stroke change speed ⁇ S) is equal to or less than a predetermined value, the first brake target value (pedal depression force) is lower.
- the first contribution degree characteristic ⁇ 1 in which the contribution degree ⁇ of the braking target value (target value Gf based on the pedal effort) is set larger than the contribution degree (1- ⁇ ) of the second braking target value (target value Gs based on the pedal stroke).
- the contribution degree (1- ⁇ ) of the second braking target value is determined from the first contribution degree characteristic ⁇ 1.
- Example 1 shows an example in which a target braking force is used as a braking target value
- Example 2 shows an example in which a target deceleration G is used as a braking target value
- the braking target value is not limited to the target braking force or the target deceleration, but may be a physical quantity of a force that acts on the vehicle, such as a master cylinder pressure or a master cylinder piston position.
- the control block diagram shown in FIG. 12 is obtained by replacing the target braking force of the first embodiment with the target piston position. This is because the master cylinder pressure can be indirectly controlled by controlling the master cylinder piston position.
- Examples 1 and 2 in the calculation of the contribution degree, an example in which the braking target value is estimated to be smaller as the pedal depression force is smaller and the contribution degree is changed is shown.
- FIG. 12 in the calculation of the contribution degree, an example in which the braking target value is estimated to be smaller as the pedal stroke is smaller and the contribution degree is changed is illustrated.
- the braking target value may be estimated by either the pedal effort or the pedal stroke, or both.
- Examples 1 and 2 an example is shown in which the pedal effort of the driver is obtained by calculation using the input rod input (Fi) formula.
- the driver's pedal effort may be detected by a method of directly detecting the pedal effort by providing a strain gauge or the like on the input rod, pedal lever or the like.
- Examples 1 and 2 show examples in which the vehicle braking force control device of the present invention is applied to an electric vehicle such as an electric vehicle or a hybrid vehicle. However, it can also be applied to an engine vehicle that employs a brake system that uses an electric booster as a booster.
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Abstract
Description
前記ブレーキペダルは、ブレーキ操作時、ドライバーのペダル踏力を加える。
前記電動ブースタは、前記ペダル踏力を電動アクチュエータの推力によりアシストする。
前記マスターシリンダは、前記ペダル踏力をインプットロッドからバネを介してマスターシリンダピストンへ入力し、前記ペダル踏力に前記電動ブースタによるアシスト推力を加え、各輪に設けられたホイールシリンダへ導くマスターシリンダ圧を発生させる。
前記ペダル踏力検出手段は、前記ブレーキペダルへのペダル踏力を検出する。
前記ペダルストローク検出手段は、前記ブレーキペダルへのペダルストロークを検出する。
前記第1制動目標値算出手段は、前記ペダル踏力に基づく第1制動目標値を算出する。
前記第2制動目標値算出手段は、前記ペダルストロークに基づく第2制動目標値を算出する。
前記寄与度設定手段は、前記制動目標値が低いと推定されるときほど前記第1制動目標値の寄与度合いを前記第2制動目標値の寄与度合いより大きく設定する。
前記制動目標値算出手段は、前記寄与度設定手段により設定された寄与度合いに応じて第1制動目標値分と第2制動目標値分を算出し、第1制動目標値分と第2制動目標値分の加算により最終の制動目標値を得る。
すなわち、低い制動目標値のとき、ペダル踏力寄りの寄与度合いにより最終の制動目標値が算出されることで、ペダルストローク寄りの寄与度合いにより最終の制動目標値を算出する場合のように、同じペダル踏力によるブレーキ操作に対し制動目標値が異なるということが低減される。
この結果、ドライバーが通常走行で多用する低い制動目標値のとき、同じペダル踏力によるブレーキ操作に対し制動目標値が異なるということを低減し、ドライバーに与えるブレーキ操作違和感を防止することができる。
図1は、実施例1の車両用制動力制御装置の全体構成を示す全体システム図である。以下、図1に基づき全体構成を説明する。なお、実施例1,2の車両用制動力制御装置は、電気自動車やハイブリッド車等の電動車両に適用される。
インプットロッド入力(Fi)=マスターシンリンダ圧(Pb)×インプットロッド面積(Ai)+バネ定数(K)×インプットロッドとマスターシリンダピストンとの相対変位量(ΔX)
の式を用い、インプットロッド入力(Fi)をペダル踏力として算出する。
ここで、インプットロッド9のインプットロッド面積(Ai)と一対のバネ13,13によるバネ定数(K)は、既知の固定値である。マスターシンリンダ圧(Pb)は、マスターシリンダ圧センサ19から取得する。相対変位量(ΔX)は、ペダルストロークセンサ18によりインプットロッドの位置情報を取得し、マスターシリンダピストンの位置情報をモータレゾルバ20からのモータ回転位置から推定する。そして、インプットロッドの位置と、マスターシリンダピストンの位置と、の差を相対変位量(ΔX)とする。
まず、「比較例の制動力制御の課題」の説明を行う。続いて、実施例1の車両用制動力制御装置における作用を、「目標制動力演算作用」、「制動力制御作用」に分けて説明する。
特開平11-301434号公報に記載されている技術を比較例1とし、特開2007-112426号公報に記載されている技術を比較例2とする。
インプットロッド入力(Fi)=マスターシンリンダ圧(Pb)×インプットロッド面積(Ai)+バネ定数(K)×インプットロッドとマスターシリンダピストンとの相対変位量(ΔX)
という関係にある。
なお、上記インプットロッド入力を求める式は、比較例2の公報中にある圧力平衡式(1)を変換したものであり、この式で、「インプットロッド入力(Fi)」は、ドライバーのペダル踏力に相当する。「マスターシンリンダ圧(Pb)×インプットロッド面積(Ai)」は、油圧反力に相当する。「バネ定数(K)×相対変位量(ΔX)」は、バネ反力に相当する。
例えば、「バラつきA」の時は、図3に示すように、同じマスターシリンダ圧(目標制動力)を出すためのピストンストロークが少ないため、バネ反力が上昇し、バネ反力の上昇分だけインプットロッド入力(=ペダル踏力)が大きくなる。すなわち、図4のDに示すように、「バラつきA」の時は、同じ目標制動力を出すためのペダル踏力が、「中央値」の時より大きくなる。
一方、「バラつきB」の時は、図3に示すように、同じマスターシリンダ圧(目標制動力)を出すためのピストンストロークが多いため、バネ反力が低下し、バネ反力の低下分だけインプットロッド入力(=ペダル踏力)が小さくなる。すなわち、図4のEに示すように、「バラつきB」の時は、同じ目標制動力を出すためのペダル踏力が、「中央値」の時より小さくなる。
まず、寄与度設定部63において、ペダル踏力算出部60からペダル踏力が入力され、枠内に記載されたペダル踏力に対する寄与度合い特性を用い、ペダル踏力に基づき、ペダルストロークに基づく第2目標制動力の寄与度合いβ(=ゲイン)が設定される。
したがって、低いペダル踏力のとき、ペダル踏力寄りの寄与度合いにより最終の目標制動力が算出されることで、ペダルストローク寄りの寄与度合いにより最終の目標制動力を算出する場合のように、同じペダル踏力によるブレーキ操作に対し目標制動力が異なるということが低減される。
このため、ドライバーが通常走行で多用する低い制動目標値のとき、同じペダル踏力によるブレーキ操作に対し目標制動力が異なるということが低減され、ドライバーに与えるブレーキ操作違和感が防止される。
上記目標制動力演算を行う制動力制御を採用した車両でブレーキ操作を行った場合の制動力制御作用を、図6に示すタイムチャートに基づいて説明する。
実施例1の車両用制動力制御装置にあっては、下記に列挙する効果を得ることができる。
前記ペダル踏力Fを電動アクチュエータ(電動モータ10)の推力によりアシストする電動ブースタ2と、
前記ペダル踏力Fをインプットロッド9からバネ13,13を介してマスターシリンダピストン(プライマリピストン11)へ入力し、前記ペダル踏力Fに前記電動ブースタ2によるアシスト推力を加え、各輪に設けられたホイールシリンダ5FL,5FR,5RL,5RRへ導くマスターシリンダ圧を発生させるマスターシリンダ3と、
前記ブレーキペダル1へのペダル踏力Fを検出するペダル踏力算出部60(ペダル踏力検出手段)と、
前記ブレーキペダル1へのペダルストロークを検出するペダルストローク検出手段(ペダルストロークセンサ18)と、
前記ペダル踏力Fに基づく第1目標制動力(第1制動目標値)を算出する第1制動目標値算出手段(第1目標制動力算出部61)と、
前記ペダルストロークに基づく第2制動目標値(第2目標制動力)を算出する第2制動目標値算出手段(第2目標制動力算出部62)と、
前記制動目標値(目標制動力)が低いと推定されるときほど前記第1制動目標値(第1目標制動力)の寄与度合い(1-β)を前記第2制動目標値(第2目標制動力)の寄与度合いβより大きく設定する寄与度設定手段(寄与度設定部63)と、
前記寄与度設定手段(寄与度設定部63)により設定された寄与度合い(1-β),βに応じて第1制動目標値分(第1目標制動力分)と第2制動目標値分(第2目標制動力分)を算出し、第1制動目標値分(第1目標制動力分)と第2制動目標値分(第2目標制動力分)の加算により最終の制動目標値(目標制動力)を得る制動目標値算出手段(目標制動力算出部67)と、
を備える。
このため、ドライバーが通常走行で多用する低い制動目標値(目標制動力)のとき、同じペダル踏力によるブレーキ操作に対し制動目標値(目標制動力)が異なるということを低減し、ドライバーに与えるブレーキ操作違和感を防止することができる。
インプットロッド入力(Fi)=マスターシンリンダ圧(Pb)×インプットロッド面積(Ai)+バネ定数(K)×インプットロッドとマスターシリンダピストンとの相対変位量(ΔX)
の式を用い、インプットロッド入力(Fi)をペダル踏力Fとして算出する。
このため、(1)の効果に加え、既存のセンサ情報を活用し、センサ追加によるコストアップを避けながら、ペダル踏力情報を取得することができる。
実施例2における全体構成は、実施例1の図1と同様であるため、図示を省略する。図7は、実施例2の車両用制動力制御装置のブレーキコントローラ6で実行される制動力制御処理の構成と流れを示すフローチャートである。以下、図7の各ステップについて説明する。なお、この処理は、例えば、10msecの起動周期により実行される。
このペダル踏力Fは、実施例1と同様に、別のフローチャートで算出により求められる。
このペダル踏力Fに基づく目標値Gfは、実施例1における第1目標制動力算出部61と同様に算出される。
このペダルストロークSは、実施例1と同様に、ペダルストロークセンサ18からのセンサ信号により求められる。
このペダルストロークSに基づく目標値Gsは、実施例1における第2目標制動力算出部62と同様に算出される。
ここで、ストローク変化速度ΔSは、
ΔS=S-S_z S:ペダルストローク現在値、S_z:ペダルストローク過去値
の式により求められる。
ここで、所定値は、ブレーキ操作が早い踏み込み操作であるかどうかを判断するしきい値として与えられる。
ここで、ΔS≦所定値であるとき選択される第1寄与度合い特性α1は、図8に示すように、ペダル踏力が低い側で、ペダル踏力Fに基づく目標値Gfの寄与度合いを、ペダルストロークSに基づく目標値Gsの寄与度合いより大きく設定した特性とされる。つまり、実施例1の寄与度設定部63の特性と同様な特性設定としている。
ここで、ΔS>所定値であるとき選択される第2寄与度合い特性α2は、第1寄与度合い特性α1よりペダルストロークSに基づく目標値Gsの寄与度合いを大きく設定した特性とされる。つまり、ペダル踏力に基づく寄与度合いαを、ペダル踏力の上昇に対して第1寄与度合い特性α1より早期に抑える特性設定としている。
目標値Gは、
G=α×Gf+(1-α)Gs
の式により算出される。
ドライバーのブレーキペダル操作が増加側(踏み込み側)に早い場合には、制動系の応答遅れによりマスターシリンダ圧の増加が遅れる。
加えて、電動ブースタ2は、ペダル踏力をインプットロッド9からバネ13,13を介してプライマリピストン11へ入力する構成であるため、
インプットロッド入力(Fi)=マスターシンリンダ圧(Pb)×インプットロッド面積(Ai)+バネ13,13のバネ定数(K)×インプットロッド9とプライマリピストン11との相対変位量(ΔX)
という関係にある。このため、インプットロッド入力(Fi)の増加が遅れることになる。
つまり、マスターシリンダ圧特性は、図9の実線特性による目標値に対し破線特性による応答値から明らかなように、ペダル踏み込みが早いと応答遅れが発生する。このように、マスターシリンダ圧の応答が遅れる結果、ゆっくりペダルを踏み込んだ場合(図10の実線特性)に比べ、早くペダルを踏み込んだ場合(図10の破線特性)は軽いペダル踏力で大きくストロークする。
このように、ペダル踏力に基づく目標値の増加が遅れてしまう結果、ドライバーの早いブレーキ踏み込み(急制動等)の要求に対しても遅れが発生し、ドライバーに不満を感じさせてしまうおそれがある。
そして、ステップS8では、ペダル踏力に基づく寄与度合いαが、第1寄与度合い特性α1よりペダルストロークSに基づく目標値Gsの寄与度合いを大きく設定した第2寄与度合い特性α2(図8)から算出される。
実施例2の車両用制動力制御装置にあっては、下記に列挙する効果を得ることができる。
前記寄与度設定手段(図7のステップS6~ステップS8)は、ブレーキ操作速度(ストローク変化速度ΔS)が増加側に大きくなるほど、前記第2制動目標値(ペダルストロークに基づく目標値Gs)の寄与度合い(1-α)が大きくなるように寄与度合いを変更設定する。
このため、実施例1の(1)または(2)の効果に加え、早いペダル踏み込み操作時、ドライバーの急制動要求に応えることができる。
このため、上記(3)の効果に加え、ブレーキ操作速度(ストローク変化速度ΔS)が所定値以下か大きいかにより寄与度合い特性α1,α2を選択する簡単な構成により、制動目標値が低い側でのブレーキ操作違和感の防止と、急制動要求に対する応答性確保と、の両立を図ることできる。
Claims (4)
- ブレーキ操作時、ドライバーのペダル踏力を加えるブレーキペダルと、
前記ペダル踏力を電動アクチュエータの推力によりアシストする電動ブースタと、
前記ペダル踏力をインプットロッドからバネを介してマスターシリンダピストンへ入力し、前記ペダル踏力に前記電動ブースタによるアシスト推力を加え、各輪に設けられたホイールシリンダへ導くマスターシリンダ圧を発生させるマスターシリンダと、
前記ブレーキペダルへのペダル踏力を検出するペダル踏力検出手段と、
前記ブレーキペダルへのペダルストロークを検出するペダルストローク検出手段と、
前記ペダル踏力に基づく第1制動目標値を算出する第1制動目標値算出手段と、
前記ペダルストロークに基づく第2制動目標値を算出する第2制動目標値算出手段と、
前記制動目標値が低いと推定されるときほど前記第1制動目標値の寄与度合いを前記第2制動目標値の寄与度合いより大きく設定する寄与度設定手段と、
前記寄与度設定手段により設定された寄与度合いに応じて第1制動目標値分と第2制動目標値分を算出し、第1制動目標値分と第2制動目標値分の加算により最終の制動目標値を得る制動目標値算出手段と、
を備えることを特徴とする車両用制動力制御装置。 - 請求項1に記載された車両用制動力制御装置において、
前記ペダル踏力検出手段は、
インプットロッド入力(Fi)=マスターシンリンダ圧(Pb)×インプットロッド面積(Ai)+バネ定数(K)×インプットロッドとマスターシリンダピストンとの相対変位量(ΔX)
の式を用い、インプットロッド入力(Fi)をペダル踏力として算出する
ことを特徴とする車両用制動力制御装置。 - 請求項1または請求項2に記載された車両用制動力制御装置において、
ドライバーのブレーキペダル操作状態量の変化速度であるブレーキ操作速度を算出するブレーキ操作速度算出手段と、を備え、
前記寄与度設定手段は、ブレーキ操作速度が増加側に大きくなるほど、前記第2制動目標値の寄与度合いが大きくなるように寄与度合いを変更設定する
ことを特徴とする車両用制動力制御装置。 - 請求項3に記載された車両用制動力制御装置において、
前記寄与度設定手段は、ブレーキ操作速度が所定値以下のとき、制動目標値が低い側で前記第1制動目標値の寄与度合いを前記第2制動目標値の寄与度合いより大きく設定した第1寄与度合い特性を選択し、ブレーキ操作速度が所定値より大きいとき、前記第1寄与度合い特性より前記第2制動目標値の寄与度合いを大きくした第2寄与度合い特性を選択する
ことを特徴とする車両用制動力制御装置。
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EP11834179.1A EP2631128B1 (en) | 2010-10-20 | 2011-09-30 | Braking force control device for vehicle |
RU2013122850/11A RU2552575C2 (ru) | 2010-10-20 | 2011-09-30 | Управление тормозной силой для транспортного средства |
US13/879,906 US8706375B2 (en) | 2010-10-20 | 2011-09-30 | Braking force control device for vehicle |
CN201180061631.9A CN103269923B (zh) | 2010-10-20 | 2011-09-30 | 车辆用制动力控制设备 |
BR112013009678-0A BR112013009678B1 (pt) | 2010-10-20 | 2011-09-30 | dispositivo de controle de força de frenagem para um veículo |
MX2013004297A MX367833B (es) | 2010-10-20 | 2011-09-30 | Dispositivo de control de la fuerza de frenado para vehículos. |
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MX2013004297A (es) | 2013-10-17 |
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BR112013009678A2 (pt) | 2017-10-03 |
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RU2552575C2 (ru) | 2015-06-10 |
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