WO2013011565A1 - ブレーキ制御装置 - Google Patents
ブレーキ制御装置 Download PDFInfo
- Publication number
- WO2013011565A1 WO2013011565A1 PCT/JP2011/066380 JP2011066380W WO2013011565A1 WO 2013011565 A1 WO2013011565 A1 WO 2013011565A1 JP 2011066380 W JP2011066380 W JP 2011066380W WO 2013011565 A1 WO2013011565 A1 WO 2013011565A1
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- WIPO (PCT)
- Prior art keywords
- pedal
- brake
- mode
- hydraulic
- pressure
- 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
- 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
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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
- 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
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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
- B60T8/4081—Systems with stroke simulating devices for driver input
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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
- B60T2270/00—Further aspects of brake control systems not otherwise provided for
- B60T2270/40—Failsafe aspects of brake control systems
- B60T2270/402—Back-up
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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
- B60T2270/00—Further aspects of brake control systems not otherwise provided for
- B60T2270/60—Regenerative braking
- B60T2270/604—Merging friction therewith; Adjusting their repartition
Definitions
- the present invention relates to a brake control device including a control hydraulic circuit that regulates the hydraulic pressure of hydraulic fluid pressurized by a power hydraulic pressure source and transmits the hydraulic fluid to a wheel cylinder.
- the hydraulic pressure of hydraulic fluid pressurized by the pedal pressure of the brake pedal is transmitted to the wheel cylinder, and the hydraulic pressure of hydraulic fluid pressurized by the power hydraulic pressure source is regulated by a linear control valve.
- the control hydraulic pressure circuit that transmits to the wheel cylinder is provided in parallel, and during normal times, the normal control mode that uses the control hydraulic pressure circuit is selected, and when any abnormality is detected, the pedal force hydraulic pressure circuit 2.
- the target hydraulic pressure is calculated based on the required braking force generated by the brake control device, and the opening degree of the linear control valve is controlled so that the target hydraulic pressure is transmitted to the wheel cylinder.
- a brake control system that does not use the depression force of the brake pedal is generally called a brake-by-wire system.
- the master cut valve provided in the master flow path communicating the master cylinder and the wheel cylinder is shut off, while the simulator cut valve provided in the simulator flow path communicating the master cylinder and the stroke simulator. Is opened.
- the hydraulic fluid can flow out from the master cylinder toward the stroke simulator by operating the brake pedal, and the stroke operation of the brake pedal becomes possible and the operation reaction force that increases as the amount of depression of the brake pedal increases. Can be obtained.
- Patent Document 1 when a braking mode is changed during a driver's braking operation, if the braking mode before the change is a mode for closing the simulator cut valve, the braking mode after the change is continued. A technique for closing the simulator cut valve is described. Since the simulator cut valve is set in a closed state in the pedal effort hydraulic pressure mode, the simulator cut valve is kept closed when switching from the pedal effort hydraulic pressure mode to the normal control mode. This prevents the brake pedal from entering more than the driver expects when switching modes.
- the brake control device when the ignition switch is turned on, the control system (electronic control device) is activated. If there is no abnormality in the device, the brake control in the normal control mode is selected.
- a brake control device that employs a rapid activation system in which a control system is activated when a brake pedal is operated even when an ignition switch is off. In the case of rapid activation, the driver has already depressed the brake pedal, so the pedal pressure hydraulic pressure mode (the state before activation) is changed to the normal control mode with the brake pedal depressed.
- the simulator cut valve is closed even when the pedal pressure hydraulic pressure mode is changed to the normal control mode. Is maintained. For this reason, the brake operation is felt hard for the driver, and a good brake operation feeling cannot be obtained.
- the present invention has been made to solve the above-described problems, and an object thereof is to improve the brake operation feeling at the time of rapid activation.
- the feature of the present invention that solves the above problems is input to a plurality of wheel cylinders (42) that are provided in each of a plurality of wheels and receive the hydraulic pressure of hydraulic fluid to apply braking force to the wheels, and to a brake pedal (10).
- a hydraulic power circuit (LR, LF) for transmitting hydraulic pressure of the hydraulic fluid pressurized by the applied pedal force to the plurality of wheel cylinders, and a power hydraulic pressure source for pressurizing the hydraulic fluid irrespective of the operation of the brake pedal (30), a control hydraulic circuit (LC) that regulates the hydraulic pressure of the hydraulic fluid pressurized by the power hydraulic pressure source and transmits the hydraulic fluid to the plurality of wheel cylinders, and for the brake pedal operation
- a stroke simulator (70) that allows a brake pedal operation while generating a reaction force according to an operation amount, and a brake pedal operation using the control hydraulic circuit while operating the stroke simulator.
- An electronic control device that selectively executes a normal control mode for generating a braking force according to a quantity and a pedaling force hydraulic mode for stopping the function of the stroke simulator and generating a braking force using the pedaling hydraulic circuit (100) and a rapid control means (S15) for starting the electronic control device triggered by a brake pedal operation,
- rapid activation mode switching control means S17, S18, S16 for switching from the pedal effort hydraulic pressure mode to the normal control mode during the return operation of the brake pedal.
- the rapid activation mode switching means when the electronic control device is activated by the rapid activation means, when the operation amount of the brake pedal falls below a preset switching determination threshold, It is preferable to switch from the hydraulic mode to the normal control mode.
- the brake control device of the present invention includes a pedaling hydraulic pressure circuit and a control hydraulic pressure circuit, and the electronic control device uses the control hydraulic pressure circuit to generate a braking force according to the brake pedal operation amount. And a pedal effort hydraulic pressure mode in which a braking force is generated using the pedal effort hydraulic circuit.
- the pedal effort hydraulic circuit transmits hydraulic pressure of hydraulic fluid pressurized by the pedal effort input to the brake pedal to the plurality of wheel cylinders.
- the pedal force hydraulic circuit is constituted by a front wheel pedal hydraulic circuit and a rear wheel pedal hydraulic circuit that are independent of each other, and the wheel cylinder provided on the front wheel has hydraulic fluid from the front wheel hydraulic circuit.
- the hydraulic pressure of the hydraulic fluid may be transmitted from the rear wheel pedal pressure hydraulic circuit to the wheel cylinder provided on the rear wheel.
- control hydraulic circuit regulates the hydraulic pressure of the hydraulic fluid pressurized by the power hydraulic pressure source that pressurizes the hydraulic fluid regardless of the operation of the brake pedal, and transmits the hydraulic fluid to a plurality of wheel cylinders.
- the hydraulic pressure transmitted to the wheel cylinder may be controlled by a linear control valve based on the brake pedal operation amount, for example.
- a stroke simulator In the normal control mode in which braking force is generated on the wheels using the control hydraulic circuit, it is necessary to shut off the pedal effort hydraulic circuit, so that the brake pedal cannot be operated as it is, so a stroke simulator is provided.
- the stroke simulator allows the brake pedal operation while generating a reaction force corresponding to the operation amount with respect to the brake pedal operation. Therefore, in the normal control mode, the stroke simulator is put into an operating state.
- the pedal effort hydraulic pressure mode since the braking force is generated on the wheels using the hydraulic fluid pressurized by the brake pedal operation, it is not necessary to operate the stroke simulator, and the function of the stroke simulator is stopped.
- the electronic control unit executes the normal control mode in the normal time when no failure in the brake control device is detected, and executes the pedal force hydraulic pressure mode in the event of some failure in the brake control device. Further, when the electronic control unit is not activated, a pedal effort hydraulic circuit is formed. Note that the braking mode of the brake executed in the electronic control unit is not limited to these two modes, and may include other braking modes.
- regenerative braking In an electric vehicle or a hybrid vehicle, not only brake braking by hydraulic pressure but also regenerative braking is performed in which a motor is generated by the rotational force of a wheel and the generated power is regenerated in a battery.
- an appropriate braking force can be generated on the wheels by setting the braking force obtained by removing the regenerative braking amount from the necessary total braking force to the brake braking force based on the hydraulic pressure. Therefore, the normal control mode is suitable for performing so-called brake regenerative cooperative control combined with regenerative braking.
- control system in the brake control device is activated when the ignition switch is turned on.
- the rapid activation means is triggered by the brake pedal operation. Start up.
- the pedal force hydraulic circuit is formed before the electronic control device is activated, when the electronic control device is activated by the rapid activation means (hereinafter referred to as rapid activation), the brake pedal is depressed and braking is performed.
- the mode is switched from the pedal pressure hydraulic mode to the normal mode. Since the operation of the stroke simulator is started at the time of this mode switching, the mode switching timing greatly affects the brake pedal operation feeling at the time of rapid activation.
- the present invention includes rapid start mode switching control means.
- the rapid activation mode switching control means switches from the pedal pressure hydraulic pressure mode to the normal control mode in the middle of the brake pedal return operation when the electronic control device is activated rapidly. That is, when the electronic control device is activated rapidly, the pedal effort hydraulic pressure mode is continued until the brake pedal return operation is performed, and the normal control mode is switched during the return operation.
- the rapid start mode switching control means may switch from the pedal pressure hydraulic mode to the normal control mode when the operation amount of the brake pedal falls below a preset switching determination threshold.
- the brake pedal operation amount can be detected based on, for example, the pedal stroke or the hydraulic pressure of the hydraulic fluid pressurized by the pedal effort (referred to as the pedal effort hydraulic pressure). Therefore, for example, when the pedal stroke is less than a preset return determination threshold or when the pedal effort hydraulic pressure is less than a preset return determination threshold, the brake pedal is being returned. It is possible to switch from the pedal effort hydraulic pressure mode to the normal control mode by determining. Thereby, according to this invention, a mode switching timing can be set more appropriately, and the brake operation feeling at the time of rapid starting can be improved further.
- the simulator non-operation control hydraulic pressure mode execution means executes a simulator non-operation control hydraulic pressure mode for generating a braking force using the control hydraulic circuit in a state where the function of the stroke simulator is stopped. ).
- control fluid pressure requirement may be that the vehicle speed exceeds a preset speed.
- the simulator non-operation control hydraulic pressure mode execution means generates the braking force using the control hydraulic circuit in a state where the function of the stroke simulator is stopped. Execute.
- Another feature of the present invention is that the brake after switching to the normal control mode is based on the actual braking force generated by the pedal force hydraulic circuit when switching from the pedal pressure hydraulic mode to the normal control mode.
- a switching target braking force calculation means (S41 to S54) that calculates a correction amount for correcting the relationship between the pedal operation amount and the target braking force and calculates the target braking force based on the correction amount. is there.
- the relationship between the brake pedal operation amount and the braking force is uniquely determined by the machine configuration, but in the normal control mode, the hydraulic pressure of the hydraulic fluid pressurized by the power hydraulic pressure source is determined. Since the pressure is adjusted and transmitted to the wheel cylinder, the target braking force according to the brake pedal operation amount can be freely set.
- the electronic control unit stores the relationship between the brake pedal operation amount for executing the normal control mode and the target braking force. In the normal control mode, the electronic control device calculates the target braking force from the brake operation amount based on this relationship. Then, the hydraulic pressure is adjusted so that this target braking force is generated. For this reason, in the normal control mode, a larger braking force can be generated with a smaller stroke than in the pedal effort hydraulic pressure mode. If the relationship between the brake pedal operation amount and the braking force is different between the pedal effort hydraulic pressure mode and the normal control mode, the braking force varies when the mode is switched.
- the present invention is provided with a switching target braking force calculation means.
- the target braking force calculation means at the time of switching corrects the relationship between the brake pedal operation amount and the target braking force based on the actual braking force generated by the pedal effort hydraulic pressure circuit when switching from the pedal effort hydraulic pressure mode to the normal control mode.
- a correction amount for calculating the target braking force is calculated based on the correction amount. For example, if the actual braking force generated by the pedal effort hydraulic circuit is known, the brake pedal operation amount required to generate the actual braking force can be obtained in each of the pedal effort hydraulic mode and the normal control mode. . If the correction amount is set based on the difference in the brake pedal operation amount in each mode, the relationship between the brake pedal operation amount and the target braking force can be changed.
- the switching target braking force calculating means calculates the target braking force in the normal control mode based on the correction amount. For example, by correcting the brake pedal operation amount, the braking force can be generated with the same characteristic (brake pedal operation amount-braking force) as in the pedal effort hydraulic pressure mode even in the normal control mode.
- the switching target braking force calculation means corrects the brake pedal operation amount using the correction amount, and the corrected brake pedal operation amount is a preset lower limit value.
- Correction amount updating means (S53, S55) is provided for updating the correction amount so as not to fall below.
- the brake pedal operation amount is corrected.
- the corrected brake pedal operation amount is smaller than the actual brake pedal operation amount. Therefore, when the brake pedal is returned, the corrected brake pedal operation amount may become a value smaller than the brake pedal operation amount range (for example, stroke range). In such a case, when the brake pedal is subsequently depressed, since the braking force is generated after the corrected brake pedal operation amount enters the operation amount range, the rising of the braking force is delayed.
- the correction amount updating means updates the correction amount so that the corrected brake pedal operation amount does not fall below a preset lower limit value. Therefore, generation
- the stroke simulator is a simulator flow branched from the pedal force hydraulic circuit on the side of the pedal force hydraulic pressure source (22) with respect to the pedal force shut-off valve (65) that opens and closes the pedal force hydraulic circuit.
- An amount of hydraulic fluid corresponding to the amount of brake operation is introduced while the simulator on-off valve (72) provided in the simulator flow path is open, connected to the path (71).
- the valve (65) provided on the wheel cylinder side from the branch position of the simulator flow path in the pedal force hydraulic circuit is closed. In this state, valve operation timing setting means (S32, S33) for opening the simulator on-off valve is provided.
- the pedal effort shut-off valve provided in the pedal effort hydraulic circuit is set to the open state, and the simulator on-off valve provided in the simulator flow path is set to the closed state. .
- the function of the stroke simulator is stopped.
- the pedal force shut-off valve is set to the closed state, and the simulator on / off valve is set to the open state.
- the stroke simulator introduces an amount of hydraulic fluid corresponding to the brake operation amount to generate a reaction force.
- the valve operation timing setting means closes the valve provided on the wheel cylinder side from the branch position of the simulator flow path in the pedal effort hydraulic circuit. In this state, open the simulator open / close valve. For example, after closing the pedal force shut-off valve, the simulator open / close valve is opened. As a result, a large amount of hydraulic fluid does not flow into the stroke simulator when the simulator on-off valve is opened, and generation of sound due to the flow of hydraulic fluid can be reduced.
- FIG. 3 is a hydraulic circuit diagram showing a control hydraulic circuit and a simulator hydraulic circuit in a normal control mode. It is a hydraulic circuit diagram showing a pedal effort hydraulic circuit in the pedal effort hydraulic mode. It is a flowchart showing a braking mode setting routine. It is a hydraulic circuit diagram showing a control hydraulic circuit in a simulator non-operation control hydraulic mode. It is a flowchart showing a normal control mode switching routine. It is a graph showing the relationship between a brake pedal operation amount and a target braking force. It is a flowchart showing a stroke correction initial value calculation routine. It is a flowchart showing a target braking force calculation routine.
- FIG. 1 is a schematic system configuration diagram of a brake control device according to the present embodiment.
- the brake control device of the present embodiment includes a brake pedal 10, a master cylinder unit 20, a power hydraulic pressure generating device 30, a hydraulic pressure control valve device 50, and disc brake units 40FR, 40FL, 40RR provided on each wheel, respectively. , 40RL and a brake ECU 100 for controlling the brake.
- the disc brake units 40FR, 40FL, 40RR, 40RL include brake discs 41FR, 41FL, 41RR, 41RL and wheel cylinders 42FR, 42FL, 42RR, 42RL built in the brake caliper.
- the wheel cylinders 42FR, 42FL, 42RR, and 42RL are connected to the hydraulic pressure control valve device 50, and the hydraulic pressure of the hydraulic fluid (brake fluid) supplied from the hydraulic pressure control valve device 50 is transmitted.
- the brake pads are pressed against the brake discs 41FR, 41FL, 41RR, 41RL that rotate with the brake discs, and braking force is applied to the wheels.
- the master cylinder unit 20 includes a hydraulic booster 21, a master cylinder 22, a regulator 23, and a reservoir 24.
- the hydraulic booster 21 is connected to the brake pedal 10, amplifies the pedal effort applied to the brake pedal 10, and transmits it to the master cylinder 22.
- the hydraulic booster 21 amplifies the pedal depression force and transmits it to the master cylinder 22 when hydraulic fluid is supplied from the power hydraulic pressure generator 30 via the regulator 23.
- the master cylinder 22 generates a master cylinder pressure having a predetermined boost ratio with respect to the pedal effort.
- a reservoir 24 for storing hydraulic fluid is provided above the master cylinder 22 and the regulator 23.
- the master cylinder 22 communicates with the reservoir 24 when the depression of the brake pedal 10 is released.
- the regulator 23 communicates with both the reservoir 24 and the accumulator 32 of the power hydraulic pressure generator 30, and generates a hydraulic pressure substantially equal to the master cylinder pressure using the reservoir 24 as a low pressure source and the accumulator 32 as a high pressure source.
- the hydraulic pressure of the regulator 23 is referred to as regulator pressure.
- the master cylinder pressure and the regulator pressure need not be exactly the same.
- the regulator pressure may be set to be slightly higher than the master cylinder pressure.
- the power hydraulic pressure generator 30 is a power hydraulic pressure source, and includes a pump 31 and an accumulator 32.
- the pump 31 has a suction port connected to the reservoir 24, a discharge port connected to the accumulator 32, and pressurizes the hydraulic fluid by driving the motor 33.
- the accumulator 32 converts the pressure energy of the hydraulic fluid pressurized by the pump 31 into the pressure energy of an enclosed gas such as nitrogen and stores it.
- the accumulator 32 is connected to a relief valve 25 provided in the master cylinder unit 20. The relief valve 25 opens to return the working fluid to the reservoir 24 when the pressure of the working fluid increases abnormally.
- the brake control device includes the master cylinder 22 that uses the driver's brake depression force (the force to depress the brake pedal 10), the regulator 23, and the driver as a hydraulic pressure source that applies hydraulic pressure to the wheel cylinder 42. And a power hydraulic pressure generator 30 that applies a hydraulic pressure regardless of the brake pedal force.
- the master cylinder 22, the regulator 23, and the power hydraulic pressure generator 30 are connected to the hydraulic control valve device 50 via the master pipe 11, the regulator pipe 12, and the accumulator pipe 13, respectively.
- the reservoir 24 is connected to the hydraulic control valve device 50 through the reservoir pipe 14.
- the hydraulic control valve device 50 is a main flow that connects the four individual flow paths 51FR, 51FL, 51RR, 51RL connected to the wheel cylinders 42FR, 42FL, 42RR, 42RL, and the individual flow paths 51FR, 51FL, 51RR, 51RL.
- Master channel 53, regulator channel 54, and accumulator channel 55 are connected in parallel to main channel 52.
- the ABS holding valves 61FR, 61FL, 61RR, 61RL are provided in the middle of the individual flow paths 51FR, 51FL, 51RR, 51RL, respectively.
- the ABS holding valve 61 is a normally-open electromagnetic on-off valve that maintains a valve open state by a biasing force of a spring when the solenoid is not energized and is closed only when the solenoid is energized. In the open state, the ABS holding valve 61 can flow the hydraulic fluid in both directions and has no directionality.
- return check valves 62FR, 62FL, 62RR, and 62RL are provided in parallel to the ABS holding valves 61FR, 61FL, 61RR, and 61RL in the individual flow paths 51FR, 51FL, 51RR, and 51RL, respectively.
- the return check valve 62 is a valve that blocks the flow of hydraulic fluid from the main flow path 52 toward the wheel cylinder 42 and allows the flow of hydraulic fluid from the wheel cylinder 42 toward the main flow path 52. That is, when the hydraulic pressure of the wheel cylinder 42 (referred to as wheel cylinder pressure) is higher than the hydraulic pressure of the main flow path 52, the valve body is mechanically opened and the hydraulic fluid in the wheel cylinder 42 is caused to flow toward the main flow path 52.
- the valve element is configured to close when the wheel cylinder pressure becomes equal to the hydraulic pressure in the main flow path 52. Therefore, when the ABS holding valve 61 is closed and the wheel cylinder pressure is held, if the control hydraulic pressure in the main flow path 52 decreases and falls below the wheel cylinder pressure, the ABS holding valve 61 is closed. The wheel cylinder pressure can be reduced to the control fluid pressure of the main flow path 52 while maintaining the state.
- each decompression individual channel 56 is connected to a reservoir channel 57.
- the reservoir channel 57 is connected to the reservoir 24 via the reservoir pipe 14.
- ABS pressure reducing valves 63FR, 63FL, 63RR, 63RL are provided in the middle of the individual pressure reducing flow paths 56FR, 56FL, 56RR, 56RL, respectively.
- Each ABS pressure reducing valve 63 is a normally closed electromagnetic on-off valve that maintains a closed state by a biasing force of a spring when the solenoid is not energized and opens only when the solenoid is energized.
- Each ABS pressure reducing valve 63 reduces the wheel cylinder pressure by flowing the hydraulic fluid from the wheel cylinder 42 to the reservoir flow path 57 via the pressure reducing individual flow path 56 in the open state.
- the ABS holding valve 61 and the ABS pressure reducing valve 63 are controlled to open and close when an anti-lock brake control is operated to reduce the wheel cylinder pressure and prevent the wheel from being locked when the wheel is locked and slips.
- the main flow path 52 is provided with a communication valve 64 in the middle thereof.
- the communication valve 64 is a normally-closed electromagnetic on-off valve that maintains a closed state by a biasing force of a spring when the solenoid is not energized and opens only when the solenoid is energized.
- the main flow path 52 is divided into a first main flow path 521 connected on one side to the master flow path 53 and a second main flow path 522 connected on the other side to the regulator flow path 54 and the accumulator flow path 55 with the communication valve 64 as a boundary. Is done.
- the master flow path 53 is provided with a master cut valve 65 in the middle thereof.
- the master cut valve 65 is a normally-open electromagnetic on-off valve that maintains a valve open state by the biasing force of a spring when the solenoid is not energized and is closed only when the solenoid is energized.
- the master cut valve 65 is in the closed state, the flow of hydraulic fluid between the master cylinder 22 and the first main flow path 521 is interrupted, and when the master cut valve 65 is in the open state, the master cylinder 22 and the first main flow path 521 are closed.
- the flow of the hydraulic fluid between the 1 main flow path 521 is allowed in both directions.
- a simulator flow path 71 is branched from the position where the master cut valve 65 is provided on the master cylinder 22 side.
- a stroke simulator 70 is connected to the simulator flow path 71 via a simulator cut valve 72.
- the simulator cut valve 72 is a normally closed electromagnetic on-off valve that maintains a closed state by a biasing force of a spring when the solenoid is not energized and is opened only when the solenoid is energized.
- the simulator cut valve 72 is in the closed state, the flow of hydraulic fluid between the master flow path 53 and the stroke simulator 70 is interrupted, and when the simulator cut valve 72 is in the open state, the stroke of the master flow path 53 and The flow of the hydraulic fluid between the simulator 70 is allowed in both directions.
- the stroke simulator 70 includes a plurality of pistons and springs.
- the stroke simulator 70 is operated by introducing an amount of hydraulic fluid corresponding to the amount of brake operation. And a reaction force according to the pedal operation amount is generated to improve the driver's brake operation feeling.
- the regulator flow path 54 is provided with a regulator cut valve 66 in the middle thereof.
- the regulator cut valve 66 is a normally open electromagnetic on-off valve that maintains the valve open state by the biasing force of the spring when the solenoid is not energized and is closed only when the solenoid is energized.
- the regulator cut valve 66 is in the closed state, the flow of hydraulic fluid between the regulator 23 and the second main flow path 522 is interrupted, and when the regulator cut valve 66 is in the open state, the regulator 23 and the second main flow The flow of hydraulic fluid to and from the path 522 is allowed in both directions.
- the accumulator channel 55 is provided with a pressure increasing linear control valve 67 in the middle thereof.
- the second main flow path 522 to which the accumulator flow path 55 is connected is connected to the reservoir flow path 57 via the pressure-reducing linear control valve 68.
- the pressure-increasing linear control valve 67 and the pressure-decreasing linear control valve 68 are normally maintained in a closed state by the biasing force of the spring when the solenoid is not energized, and the opening degree is increased as the energization amount (current value) to the solenoid increases. It is a closed electromagnetic linear control valve.
- the pressure-increasing linear control valve 67 and the pressure-decreasing linear control valve 68 are controlled by the force by which the spring urges the valve body in the valve closing direction and the differential pressure between the primary side (inlet side) and the secondary side (outlet side).
- the valve closing force which is the difference from the force urged in the valve opening direction, is maintained, and the force that opens the valve element generated by energizing the solenoid exceeds this valve closing force.
- the valve is opened at an opening corresponding to the balance of the force acting on the valve body. Therefore, the opening degree can be adjusted by controlling the energization amount (current value) to the solenoid.
- the power hydraulic pressure generating device 30 and the hydraulic pressure control valve device 50 are driven and controlled by the brake ECU 100.
- the brake ECU 100 includes a microcomputer 100a having a CPU, a RAM, a ROM, an input / output interface, a drive circuit 100b having a pump drive circuit, a solenoid valve drive circuit, a sensor drive circuit, and the like, and a microcomputer 100a and the drive circuit 100b.
- the power supply circuit 100c is configured to supply power from a battery (not shown).
- the electromagnetic open / close valve and the electromagnetic linear control valve provided in the hydraulic control valve device 50 are all connected to the brake ECU 100, and the open / closed state and the opening degree (in the case of an electromagnetic linear control valve) by a solenoid drive signal output from the drive circuit 100b. ) Is controlled.
- the motor 33 provided in the power hydraulic pressure generator 30 is also connected to the brake ECU 100 and is driven and controlled by a motor drive signal output from the drive circuit 100b.
- the hydraulic pressure control valve device 50 is provided with an accumulator pressure sensor 101, a regulator pressure sensor 102, and a control pressure sensor 103.
- the accumulator pressure sensor 101 detects an accumulator pressure Pacc that is the pressure of the working fluid in the accumulator flow channel 55 on the power hydraulic pressure generator 30 side (upstream side) from the pressure-increasing linear control valve 67.
- the accumulator pressure sensor 101 outputs a signal representing the detected accumulator pressure Pacc to the microcomputer 100a of the brake ECU 100.
- the regulator pressure sensor 102 detects the regulator pressure Preg that is the pressure of the hydraulic fluid in the regulator flow path 54 on the regulator 23 side (upstream side) than the regulator cut valve 66.
- the regulator pressure sensor 102 outputs a signal representing the detected regulator pressure Preg to the microcomputer 100a of the brake ECU 100.
- the control pressure sensor 103 outputs a signal representing the control pressure Pcon that is the pressure of the hydraulic fluid in the first main flow path 521 to the microcomputer 100a of the brake ECU 100.
- a pedal stroke sensor 104 detects a pedal stroke that is a depression amount (operation amount) of the brake pedal 10, and outputs a signal representing the detected pedal stroke Sp to the microcomputer 100a of the brake ECU 100.
- the pedal switch 105 is a switch for turning on a stop lamp (not shown) when the brake pedal 10 is depressed to a set position, and a signal indicating the switch state Sw1 (referred to as a pedal switch signal Sw1) is set in the brake ECU 100.
- This pedal switch signal Sw1 is also used as a trigger for rapid activation described later.
- the courtesy switch 106 is a switch that outputs a signal corresponding to the open / closed state of the door of the vehicle, and outputs a signal indicating the switch state Sw2 (referred to as a door switch signal Sw2) to the microcomputer 100a of the brake ECU 100.
- the vehicle speed sensor 107 outputs a signal representing the vehicle speed Vx to the microcomputer 100a of the brake ECU 100.
- the ignition switch 108 outputs an ignition signal IG for starting the vehicle to various ECUs in the vehicle. This ignition signal is also input to the microcomputer 100a of the brake ECU 100.
- brake control executed by the brake ECU 100 will be described.
- the brake ECU 100 basically, at least two braking modes, a normal control mode and a pedal effort hydraulic pressure mode, are set, and the brake ECU 100 switches between the braking modes.
- the simulator non-operation control hydraulic pressure mode is executed.
- the vehicle provided with the brake control device of the present embodiment is a hybrid vehicle including a motor driven by a battery power source and an internal combustion engine driven by gasoline fuel.
- regenerative braking is performed in which a motor is generated by the rotational force of a wheel and braking power is obtained by regenerating the generated power in a battery.
- regenerative braking and hydraulic braking are used in combination by generating a braking force, which is the total braking force required to brake the vehicle, excluding the regenerative braking force by the brake control device.
- Brake regeneration cooperative control can be performed.
- Brake regenerative cooperative control is executed in the normal control mode.
- the pedal force when the driver depresses the brake pedal 10 is only used for detecting the brake operation amount, and is not transmitted to the wheel cylinder 42, but instead is output from the power hydraulic pressure generator 30.
- the hydraulic pressure is regulated by the linear control valves 67 and 68 and transmitted to the wheel cylinder 42.
- the pedal effort hydraulic pressure mode is a braking mode that is executed when some abnormality occurs in the brake control device, and hydraulic pressure pressurized by the brake pedal depression force is transmitted to the wheel cylinder 42.
- the brake ECU 100 switches between the normal control mode and the pedal effort hydraulic pressure mode by switching the flow path of the hydraulic fluid through the hydraulic pressure control valve device 50.
- the normal control mode is a braking mode that is performed at a normal time when no abnormality is detected, and it is not always necessary to execute the brake regeneration cooperative control.
- the master cut valve 65 and the regulator cut valve 66 are kept closed by energizing the solenoid, and the communication valve 64 and the simulator cut valve 72 are kept open by energizing the solenoid.
- the pressure-increasing linear control valve 67 and the pressure-decreasing linear control valve 68 are controlled to the opening degree corresponding to the energization amount when the solenoid is energized and controlled.
- the ABS holding valve 61 and the ABS pressure reducing valve 63 are opened and closed as necessary, such as anti-lock brake control. Normally, the ABS holding valve 61 is maintained in an open state, and the ABS pressure reducing valve 63 is in a closed state. Maintained.
- the master cut valve 65 and the regulator cut valve 66 are closed, so that the hydraulic pressure output from the master cylinder unit 20 is not transmitted to the wheel cylinder 42. Further, the communication valve 64 is maintained in the open state, and the pressure-increasing linear control valve 67 and the pressure-decreasing linear control valve 68 are put in the energization control state. Therefore, in the normal control mode, as shown in FIG. 2, a control hydraulic circuit LC that communicates the power hydraulic pressure generator 30 and the four-wheel wheel cylinder 42 is formed.
- the hydraulic pressure (accumulator pressure) output from the power hydraulic pressure generator 30 is adjusted by the pressure-increasing linear control valve 67 and the pressure-decreasing linear control valve 68 and transmitted to the four-wheel wheel cylinder 42.
- the wheel cylinder pressure is the same for all four wheels. This wheel cylinder pressure can be detected by the control pressure sensor 103.
- the brake ECU 100 keeps the simulator cut valve 72 open.
- a simulator hydraulic circuit LS that connects the master cylinder 22 and the stroke simulator 70 is formed. Accordingly, the hydraulic fluid sent from the master cylinder 22 is supplied to the stroke simulator 70 through the simulator flow path 71 as the driver depresses the brake pedal 10. As a result, a reaction force corresponding to the pedaling force of the driver can be applied to the brake pedal 10, and a good pedal operation feeling can be given to the driver.
- the brake ECU 100 starts the brake regeneration cooperative control in response to the braking request.
- the braking request is generated when a braking force is to be applied to the vehicle, for example, when the driver depresses the brake pedal 10.
- the brake ECU 100 calculates a target braking force based on the pedal stroke Sp detected by the pedal stroke sensor 104.
- the target braking force is set to a larger value as the pedal stroke Sp is larger.
- the target braking force may be set based on the regulator pressure Preg detected by the regulator pressure sensor 102 instead of the pedal stroke Sp, or may be set based on both the pedal stroke Sp and the regulator pressure Preg. Also good.
- the brake ECU 100 transmits information representing the calculated target braking force to the hybrid ECU (not shown).
- the hybrid ECU calculates a braking force generated by power regeneration from the target braking force, and transmits information representing the regenerative braking force, which is the calculation result, to the brake ECU 100.
- the brake ECU 100 calculates a target hydraulic braking force that is a braking force to be generated by the brake control device by subtracting the regenerative braking force from the target braking force.
- the regenerative braking force generated by the power regeneration performed by the hybrid ECU not only changes depending on the rotation speed of the motor, but also changes due to the regenerative current control depending on the state of charge (SOC) of the battery. Accordingly, an appropriate target hydraulic braking force can be calculated by subtracting the regenerative braking force from the target braking force.
- the brake ECU 100 calculates the target hydraulic pressure of each wheel cylinder 42 based on the calculated target hydraulic braking force, and reduces the pressure increase linear control valve 67 and the pressure reduction by feedback control so that the wheel cylinder pressure becomes equal to the target hydraulic pressure.
- hydraulic fluid is supplied from the power hydraulic pressure generator 30 to each wheel cylinder 42 via the pressure-increasing linear control valve 67, and braking force is generated on the wheels. Further, as necessary, the hydraulic fluid is discharged from the wheel cylinder 42 via the pressure-reducing linear control valve 68, and the braking force generated on the wheel is adjusted.
- the brake ECU 100 reads the accumulator pressure Pacc detected by the accumulator pressure sensor 101 at a predetermined cycle. When the accumulator pressure Pacc falls below the preset minimum set pressure, the brake ECU 100 drives the motor 33 to drive the hydraulic fluid. Is controlled so that the accumulator pressure Pacc is always maintained within the set pressure range.
- the motor 33 is controlled not only in the normal control mode but also in the pedal effort hydraulic pressure mode.
- the brake ECU 100 switches from the normal control mode to the non-braking mode when no braking request is received.
- the master cut valve 65, the regulator cut valve 66, and the communication valve 64 are each maintained in an open state, and the simulator cut valve 72, the pressure increasing linear control valve 67, and the pressure reducing linear control valve 68 are closed. Maintained in a state.
- the pedal force hydraulic mode In the pedal effort hydraulic pressure mode, the energization of the electromagnetic open / close valve and the electromagnetic linear control valve in the hydraulic control valve device 50 is stopped. Therefore, the master cut valve 65 and the regulator cut valve 66 which are normally open solenoid valves are maintained in the open state. Further, the communication valve 64, which is a normally closed solenoid valve, the simulator cut valve 72, and the pressure increasing linear control valve 67 and the pressure reducing linear control valve 68, which are normally closed solenoid linear valves, are maintained in a closed state. Further, the ABS holding valve 61 is maintained in an open state, and the ABS pressure reducing valve 63 is maintained in a closed state.
- the communication between the power hydraulic pressure generating device 30 and each wheel cylinder 42 is cut off.
- the master cylinder 22 and the front wheel wheel cylinders 42FR, 42FL Are formed, and a front wheel pedal force hydraulic circuit LR that communicates the regulator 23 with the wheel cylinders 42RR of the rear wheels 42RL is formed.
- the front wheel pressing force hydraulic circuit LF and the rear wheel pressing force hydraulic circuit LR are provided independently of each other because the communication valve 64 is maintained in the closed state. Accordingly, the master cylinder pressure is transmitted to the front wheel wheel cylinders 42FR and 42FL, and the regulator pressure is transmitted to the rear wheel wheel cylinders 42RR and 42RL.
- the pedal effort hydraulic pressure mode is a braking mode that is executed when any abnormality is detected in the brake control device. Accordingly, during normal braking (when no abnormality is detected), the normal control mode is selected. Further, in a state where the brake control device is stopped, that is, in a state where the brake ECU 100 is not activated, the operation power is not supplied to the hydraulic pressure control valve device 50.
- a pressure circuit LF and a rear wheel pressing force hydraulic circuit LR are formed.
- FIG. 4 is a flowchart showing a braking mode setting routine executed by the brake ECU 100 (microcomputer 100a). This braking mode setting routine is started from a state where the control system is not activated.
- the brake ECU 100 waits until any one of the ignition switch 108, the courtesy switch 106, and the pedal switch 105 is turned on (S11 to S13). That is, it waits until the ignition switch 108 is turned on, the vehicle door is opened, or the brake pedal 10 is depressed. During this standby, the control system has not been activated yet.
- the brake ECU 100 is in a state where the power supply circuit 100c stops supplying power to the microcomputer 100a and the drive circuit 100b when the control system is not activated. Therefore, in a situation where the control system is not activated, each electromagnetic on-off valve and electromagnetic linear control valve of the hydraulic pressure control valve device 50 are kept in the same open / close state as the pedal effort hydraulic pressure mode because they are in a non-energized state. .
- the power supply circuit 100c of the brake ECU 100 is operated, and power is supplied from the power supply circuit 100c to the microcomputer 100a. This activates the microcomputer 100a.
- the microcomputer 100a starts power supply from the power supply circuit 100c to the drive circuit 100b after performing a predetermined initial diagnosis.
- the control system is activated in the brake ECU 100 (S14, S15).
- the microcomputer 100a determines whether the trigger for starting the control system is due to the ignition switch 108 being turned on (S11), the courtesy switch 106 being turned on (S12), or the pedal switch 105 being turned on (S13). Different braking modes are set when the control system is activated by turning on the ignition switch 108 or the courtesy switch 106 (S11 or S12: Yes) and when the control system is activated by turning on the pedal switch 105 (S13: Yes). To do.
- Activating the control system when the pedal switch 105 is turned on is called rapid activation.
- the activation of the control system by turning on the ignition switch 108 or the courtesy switch 106 is referred to as normal activation here in order to distinguish it from rapid activation.
- the brake ECU 100 sets the braking mode to the normal control mode and ends the braking mode setting routine in step S16 during normal startup. In this case, since the brake pedal 10 is not depressed, the brake control in the normal control mode is performed when the brake pedal 10 is subsequently depressed.
- the brake ECU 100 sets the braking mode to the pedal effort hydraulic pressure mode in step S17.
- the open / close state of each electromagnetic open / close valve and linear control valve of the hydraulic control valve device 50 is the same as the state before activation. Accordingly, the master cylinder pressure is transmitted to the front wheel wheel cylinders 42FR and 42FL, and the regulator pressure is transmitted to the rear wheel wheel cylinders 42RR and 42RL. In this case, the driver can continue the depression operation of the brake pedal 10 without feeling uncomfortable.
- step S18 the brake ECU 100 reads the control pressure Pcon detected by the control pressure sensor 103, and determines whether or not the control pressure Pcon is smaller than a preset switching determination threshold value P0. If the control pressure Pcon is greater than or equal to the switching determination threshold value P0, the brake ECU 100 reads the vehicle speed Vx detected by the vehicle speed sensor 107 in step S19 and determines whether the vehicle speed Vx is greater than zero. When the vehicle speed Vx is zero, that is, when the vehicle is stopped (S19: No), the brake ECU 100 returns the process to step S18.
- the switching determination threshold value P0 is set to a value detected when the brake pedal 10 is lightly depressed, and is set to a value larger than the control pressure Pcon when the brake pedal 10 is not depressed. Therefore, during the return operation of the brake pedal 10, the control pressure Pcon falls below the switching determination threshold value P0.
- step S18 the brake ECU 100 advances the process to step S16 and switches the braking mode from the pedal effort hydraulic pressure mode to the normal control mode. Accordingly, during the return operation of the brake pedal 10, the braking mode is switched from the pedal effort hydraulic pressure mode to the normal control mode.
- the front wheel pedal pressure hydraulic circuit LF and the rear wheel pedal pressure hydraulic circuit LR are cut off, and the control hydraulic pressure circuit LC and the simulator hydraulic pressure circuit LS are formed.
- the hydraulic pressure (accumulator pressure) output from the power hydraulic pressure generator 30 is adjusted by the pressure-increasing linear control valve 67 and the pressure-decreasing linear control valve 68 and transmitted to the four-wheel wheel cylinder 42.
- the hydraulic fluid delivered from the master cylinder 22 is supplied to the stroke simulator 70. Therefore, the brake ECU 100 can execute braking control such as brake regeneration cooperative control promptly from this point.
- the working fluid flows from the master cylinder 22 to the stroke simulator 70, but the driver is in the process of returning the brake pedal 10 and the pedaling force is reduced. Accordingly, the driver can hardly feel the fluctuation of the reaction force due to the operation of the stroke simulator 70, and can perform the return operation of the brake pedal 10 without a sense of incongruity. Thereby, the pedal operation feeling at the time of switching of the control mode can be improved.
- step S19 the brake ECU 100 determines “Yes” in step S19. Then, the process proceeds to step S20.
- step S20 the brake ECU 100 sets the braking mode to the simulator inoperative control hydraulic pressure mode.
- the simulator inoperative control hydraulic pressure mode is different from the normal control mode only in that the simulator cut valve 72 is maintained in the closed state. Therefore, as shown in FIG. 5, a control hydraulic circuit LC is formed, and the hydraulic pressure output from the power hydraulic pressure generator 30 is regulated by the pressure-increasing linear control valve 67 and the pressure-decreasing linear control valve 68, so that While being transmitted to the wheel cylinder 42, since the simulator hydraulic circuit LS is cut off, the stroke simulator 70 becomes inoperative.
- the brake ECU 100 ends the braking mode setting routine when the braking mode is switched from the pedal effort hydraulic pressure mode to the simulator inoperative control hydraulic pressure mode in step S20. In this case, the brake ECU 100 switches the braking mode from the simulator inoperative control hydraulic pressure mode to the normal control mode after the brake braking is released.
- FIG. 6 shows a normal control mode switching routine executed by the brake ECU 100.
- the normal control mode switching routine is executed when the pedal force hydraulic pressure mode is switched to the normal control mode, that is, when “Yes” is determined in step S18 in the braking mode setting routine and the normal control mode is switched.
- the brake ECU 100 closes the regulator cut valve 66 in step S31. As a result, the rear wheel pressing force hydraulic circuit LR is shut off. Subsequently, the brake ECU 100 closes the master cut valve 65 in step S32. As a result, the front wheel pressing force hydraulic circuit LF is shut off.
- the brake ECU 100 opens the communication valve 64 and the simulator cut valve 72 in step S33. As a result, the first main channel 521 and the second main channel 522 communicate with each other. Further, a simulator hydraulic circuit LS is formed. Subsequently, the brake ECU 100 starts energization control of the pressure-increasing linear control valve 67 and the pressure-decreasing linear control valve 68 in step S34. Thus, the hydraulic pressure output from the power hydraulic pressure generator 30 is regulated by the linear control valves 67 and 68 and transmitted to the wheel cylinder 42. The brake ECU 100 ends the normal control mode switching routine when the energization control of the linear control valves 67 and 68 is started.
- the simulator cut valve 72 When the pedal pressure hydraulic pressure mode is switched to the normal control mode, the simulator cut valve 72 is opened. However, if the simulator cut valve 72 is opened before the master cut valve 65 is closed, the wheel of the front wheel is opened. The hydraulic fluid introduced into the cylinders 42FR, 42FL and the front wheel pedal pressure hydraulic circuit LF flows into the stroke simulator 70 due to the pressure difference. At this time, when the communication valve 64 is in the open state, the hydraulic fluid introduced into the rear wheel wheel cylinders 42RR, 42RL and the rear wheel pedal pressure hydraulic circuit LR also flows into the stroke simulator 70 due to the pressure difference. . Sound is generated by the impact of the working fluid. Therefore, in the normal control mode switching routine, the generation of such a sound is prevented by closing the master cut valve 65 before opening the simulator cut valve 72.
- the communication valve 64 may be opened after the simulator cut valve 72 is opened. That is, the simulator cut valve 72 may be opened while the communication valve 64 is closed. In this case, the hydraulic fluid introduced into the rear wheel wheel cylinders 42RR and 42RL and the rear wheel pedal pressure hydraulic circuit LR can be prevented from flowing into the stroke simulator 70.
- the vehicle speed Vx is detected even during the execution of the normal control mode switching routine. If the vehicle speed Vx exceeds zero during the execution of the normal control mode switching routine (for example, before executing step S33) (the vehicle is When the vehicle starts to travel, the simulator cut valve 72 may be switched to the simulator non-operation control hydraulic pressure mode without opening the valve.
- the hydraulic pressure of the hydraulic fluid pressurized by the power hydraulic pressure generator 30 is adjusted and transmitted to the wheel cylinder 42, so that the target braking force according to the brake pedal operation amount can be set freely. Can do.
- the microcomputer 100a of the brake ECU 100 stores a map representing the relationship between the brake pedal operation amount (pedal stroke Sp) and the target braking force G * for executing the normal control mode, as shown by the solid line in FIG.
- the target control amount G * is calculated from the brake pedal operation amount Sp based on this relationship, and the hydraulic pressure is adjusted so that the target braking force G * is generated.
- the pedal effort hydraulic pressure mode as shown by the broken line in FIG. 7, the relationship between the brake pedal operation amount and the braking force is uniquely determined by the mechanical configuration.
- the target braking force according to the amount of brake pedal operation can be set freely, so it is generally tuned to generate a large braking force with a small stroke compared to the pedal effort hydraulic pressure mode. Yes. For this reason, the braking force varies when switching from the pedal effort hydraulic pressure mode to the normal control mode.
- the brake ECU 100 calculates the target braking force as follows when switching from the pedal effort hydraulic pressure mode to the normal control mode. This calculation process is performed by executing two calculation routines including a stroke correction initial value calculation routine (FIG. 8) and a target braking force calculation routine (FIG. 9).
- FIG. 8 shows a stroke correction initial value calculation routine.
- the stroke correction initial value calculation routine is executed immediately before switching from the pedal effort hydraulic pressure mode to the normal control mode.
- the brake ECU 100 reads the control pressure Pcon detected by the control pressure sensor 103, and sets the control pressure Pcon as the switching time pressure P1.
- This switching pressure P1 is a hydraulic pressure acting on the wheel cylinder 42 immediately before switching from the pedal effort hydraulic pressure mode to the normal control mode, and corresponds to the braking force.
- the pedal stroke Sp detected by the pedal stroke sensor 104 when the control pressure Pcon is detected in step S41 can be set as the true pedal stroke Sp0.
- a map representing the relationship between the pedal stroke and the braking force (hydraulic pressure) in the pedal effort hydraulic pressure mode as shown by the broken line in FIG. 7 is stored in the microcomputer 100a of the brake ECU 100, and the switching time pressure P1 is calculated from this map. It is also possible to obtain the pedal stroke with respect to and set the obtained pedal stroke as the true pedal stroke Sp0. In the former case, the brake ECU 100 may read the control pressure Pcon and the pedal stroke Sp detected by the pedal stroke sensor 104 in step S41.
- step S43 the brake ECU 100 stores the stroke difference ⁇ Sp as the correction value ⁇ Sp and ends the stroke correction initial value calculation routine.
- the brake ECU 100 When the brake ECU 100 ends the stroke correction initial value calculation routine, the brake ECU 100 starts a target braking force calculation routine shown in FIG. This target braking force calculation routine is started immediately after switching from the pedal effort hydraulic pressure mode to the normal control mode, and is repeatedly performed at a predetermined short cycle.
- step S53 the brake ECU 100 determines whether or not the corrected stroke Spx is less than the lower limit stroke Splim. If the corrected stroke Spx is greater than or equal to the lower limit stroke Splim (S53: No), The process proceeds to step S54.
- step S54 the brake ECU 100 refers to the map (solid line) shown in FIG. 7 and calculates the target braking force G * for the corrected stroke Spx.
- the brake ECU 100 ends the target braking force calculation routine after calculating the target braking force G * in step S54.
- the target braking force calculation routine is repeated at a predetermined short cycle. Accordingly, the target braking force G * is repeatedly calculated using the corrected stroke Spx, which is a value obtained by subtracting the correction value ⁇ Sp from the detected stroke Sp.
- FIG. 10 shows changes in pedal stroke (upper stage) and braking force (lower stage) at the time of mode switching.
- time t1 represents the time at which the pedal force hydraulic pressure mode is switched to the normal control mode.
- the solid line represents the corrected stroke Spx
- the broken line represents the detected stroke Sp that is an actual pedal stroke.
- the solid line after time t1 represents the target braking force G * calculated by the corrected stroke Spx
- the solid line before time t1 represents the braking force G actually generated by the pedal effort hydraulic mode.
- the broken line represents the target braking force G * ′ when calculated by the detected stroke Sp.
- a braking force G corresponding to the detected stroke Sp is generated before time t1, a braking force G corresponding to the detected stroke Sp is generated. Then, when the pedal pressure hydraulic pressure mode is switched to the normal control mode by the return operation of the brake pedal 10 (time t1), the corrected stroke Spx is set to a value smaller than the detected stroke Sp by the correction value ⁇ Sp thereafter. A target braking force G * is set. Therefore, even when the pedal effort hydraulic pressure mode is switched to the normal control mode, the characteristics of the pedal stroke and the braking force are maintained. As a result, the braking force does not vary during mode switching.
- the brake ECU 100 calculates the corrected stroke Spx in step S56, the brake ECU 100 performs the process of step S54 described above.
- the corrected stroke Spx is set to a value smaller than the detected stroke Sp by the correction value ⁇ Sp. For this reason, the corrected stroke Spx may be smaller than the stroke range of the brake pedal 10. Accordingly, the lower limit stroke Splim is set so that the corrected stroke Spx falls within the stroke range of the brake pedal 10.
- the lower limit stroke Splim is set to a stroke value at which braking determination is established, that is, a minimum stroke at which a brake pedal operation is detected.
- the brake pedal 10 is subsequently depressed.
- the pedal stroke is increased, the braking force rises late.
- the corrected stroke Spx falls below the lower limit stroke Splim at time t2 by the return operation of the brake pedal 10
- the corrected stroke Spx is maintained at the lower limit stroke Splim from time t2.
- the brake pedal 10 is depressed at time t3
- the corrected stroke Spx is maintained at the lower limit stroke Splim as long as the calculated corrected stroke Spx does not exceed the lower limit stroke Splim. For this reason, the braking force does not increase until time t4 when the corrected stroke Spx exceeds the lower limit stroke Splim.
- the correction value ⁇ Sp is sequentially updated in step S55.
- the brake ECU 100 updates the correction value ⁇ Sp to a value obtained by subtracting the lower limit stroke Splim from the detected stroke Sp.
- the pedal stroke Sp is used as the brake pedal operation amount, but the hydraulic pressure of the hydraulic fluid is used instead of the pedal stroke Sp. You can also.
- the regulator pressure Preg detected by the regulator pressure sensor 102 may be used as the brake pedal operation amount.
- the correction value may be the hydraulic pressure difference ⁇ P.
- the initial value of the correction value is the target braking force G * (solid line in FIG. 7) obtained from the switching pressure P1, which is the hydraulic pressure immediately before switching from the pedal effort hydraulic pressure mode to the normal control mode, and the pedal stroke Sp at that time. It may be calculated based on the difference from the hydraulic pressure corresponding to the map).
- the stroke simulator 70 executes the pedal effort hydraulic pressure mode at the time of rapid activation and switches from the pedal effort hydraulic pressure mode to the normal control mode during the return operation of the brake pedal 10. Even if the operation of is started, it is possible to make it difficult for the driver to feel uncomfortable. Further, when the control pressure Pcon becomes smaller than the switching determination threshold value P0, it is determined that the brake pedal 10 is being returned, and the pedal pressure hydraulic pressure mode is switched to the normal control mode. Can be set. As a result, it is possible to improve the brake operation feeling at the time of rapid activation.
- the master cut valve 65 is closed before the simulator cut valve 72 is opened, so that a large amount of hydraulic fluid does not flow into the stroke simulator 70. Generation of sound due to the flow of the working fluid can be reduced.
- the stroke simulator 70 introduces an amount of hydraulic fluid corresponding to the amount of brake operation to enable the stroke operation of the brake pedal 10 and generates a reaction force corresponding to the amount of pedal operation.
- the hydraulic stroke simulator 70, the simulator flow path 71, and the simulator cut valve 72 are not provided, and a configuration in which hydraulic fluid is not introduced is employed.
- the brake control device in this modification includes a negative pressure booster 201, and the pedal depression force input to the brake pedal 10 is assisted by the negative pressure booster 201 and transmitted to the master cylinder 22.
- the pedal arm 10 a that supports the brake pedal 10 in a swingable manner is provided with a separation clevis 230, and the pedal effort is transmitted to the push rod 202 of the negative pressure booster 201 through the separation clevis 230.
- the separation clevis 230 includes a treading force transmission member 231 having a long hole 231 a and a pin member 232 fixed to the pedal arm 10 a and having a tip inserted into the long hole 231 a.
- the pin member 232 is movable in the long diameter direction of the long hole 231a, and moves in the long hole 231a by swinging of the pedal arm 10a. In a state where the pin member 232 is not in contact with the end 231aedg of the long hole 231a, the pedal effort is not transmitted to the pedal effort transmission member 231.
- a mechanical spring type stroke simulator 250 is provided on the base end side of the pedal arm 10a.
- the stroke simulator 250 includes a leaf spring 260 that is swingably attached to a fixed shaft 211 fixed to the attachment frame 280, and rubber members 240a and 240b that are provided at both ends of the leaf spring 260.
- the leaf spring 260 is a belt-shaped body formed in a V-shape, and includes a mounting plate portion 261 curved in a cylindrical shape, and rubber mounting plate portions 262a and 262b extending from both sides of the mounting plate portion 261. .
- the mounting plate portion 261 is swingably attached to the fixed shaft 211 so that the inner peripheral surface thereof covers the outer peripheral surface of the fixed shaft 211.
- the rubber members 240a and 240b are mounted on the rubber mounting plate portions 262a and 262b so as to face each other.
- a push solenoid 270 is provided fixed to the mounting frame 280.
- the push solenoid 270 is connected to the brake ECU 100 and maintains a position where the push rod 271 is advanced from the main body 272 when the solenoid drive signal is supplied from the brake ECU 100, and when the solenoid drive signal is not supplied. The position where the push rod 271 is retracted toward the main body 272 is maintained.
- the stroke simulator 250 is supported by the push rod 271 as shown in FIG. 13 when the push rod 271 of the push solenoid 270 moves forward. In this state, the stroke simulator 250 is sandwiched between the distal end of the push rod 271 and the proximal end portion of the pedal arm 10a. Therefore, in the stroke simulator 250, when the driver depresses the brake pedal 10, the rubber mounting plate portions 262a and 262b are biased toward each other by the depression force (the direction in which the V-shaped angle of the leaf spring 260 is narrowed). Is done. Thereby, the leaf
- the pin member 232 does not move to the end portion 231aedg of the long hole in the separation clevis 230. Accordingly, the pedaling force transmission member 231 does not push the push rod 202 of the negative pressure booster 201 and therefore does not transmit the pedaling force to the master cylinder 22 side.
- the stroke simulator 250 is not supported by the push rod 271 as shown in FIG. Rotate in the direction and maintain a stable position. In this state, the stroke simulator 250 is in a free state from the push rod 271 and the pedal arm 10a. Therefore, even if the driver steps on the brake pedal 10, the stroke simulator 250 does not operate, and the pedal arm 10a swings in the clockwise direction in the drawing. Thereby, in the separation clevis 230, the pin member 232 moves to the end 231aedg of the long hole 231a, and after the pin member 232 reaches the end 231aedg, the pin member 232 and the treading force transmission member 231 are integrated. Then push the push rod 202 of the negative pressure booster 201 in the left direction of the drawing. As a result, the pedal effort is transmitted to the master cylinder 22.
- the separation clevis 230 functions as a pedal force transmission switching mechanism that prevents the pedal depression force from being transmitted to the master cylinder 22 when the stroke simulator 250 is activated, and transmits the pedal depression force to the master cylinder 22 when the stroke simulator 250 is not activated.
- the push solenoid 270 functions as a stroke simulator operation switching mechanism that switches between a state in which the stroke simulator 250 operates (a state in which a reaction force is generated) and a state in which the stroke simulator 250 does not operate (a state in which no reaction force is generated).
- the pedal arm 10a is provided with a pedal angle sensor 290 that detects the depression angle of the brake pedal 10.
- the pedal angle sensor 290 outputs a detection signal indicating the depression angle (referred to as pedal angle ⁇ p) of the brake pedal 10 to the brake ECU 100.
- the brake ECU 100 operates the stroke simulator 250 by driving the push solenoid 270 in the normal control mode.
- the push solenoid 270 is not energized. Therefore, at the time of rapid activation, the push rod 202 of the negative pressure booster 201 is pushed by the depression operation of the brake pedal 10, and the hydraulic pressure is applied to the wheel cylinder 42 via the pedal effort hydraulic circuit LR and LR.
- the brake ECU 100 determines that the return operation of the brake pedal 10 has been performed when the pedal angle ⁇ p detected by the pedal angle sensor 290 falls below a preset switching determination threshold ⁇ p after the rapid activation, and the pedal effort hydraulic pressure is determined. Switch from mode to normal control mode.
- a control hydraulic circuit LC is formed in place of the pedal effort hydraulic circuits LR and LR, and the hydraulic pressure output from the power hydraulic pressure generator 30 is regulated by the pressure increasing linear control valve 67 and the pressure reducing linear control valve 68.
- the brake ECU 100 supplies a solenoid drive signal to the push solenoid 270 to advance the push rod 271. Thereby, it switches to the state which can operate the stroke simulator 250.
- the operation timing of the stroke simulator 250 after the rapid activation that is, the drive timing of the push solenoid 270 may be performed similarly to the timing of the simulator cut valve 72 in the embodiment.
- the pedal operation feeling at the time of rapid activation can be improved as in the embodiment.
- the pedal angle ⁇ p detected by the pedal angle sensor 290 is used as the brake pedal operation amount.
- the pedal stroke Sp or the hydraulic pressure of the hydraulic fluid may be used. good.
- the brake control device of the present embodiment is applied to a hybrid vehicle, but may be applied to an electric vehicle (EV). Even in this case, the brake regeneration cooperative control can be executed.
- EV electric vehicle
- the brake pedal operation is being returned based on the control pressure Pcon. However, the pedal stroke Sp detected by the pedal stroke sensor 104 is less than the switching determination threshold Sp0. It may be determined that the brake pedal operation is being returned.
- the simulator non-operation control hydraulic pressure mode is switched.
- a vehicle speed Vx0 greater than zero is set and the vehicle speed Vx is set. May be switched to the simulator non-operation control hydraulic pressure mode when becomes greater than the set vehicle speed Vx0.
- the timing for switching to the simulator non-operation control hydraulic pressure mode does not necessarily need to be based on the vehicle speed Vx, but may be set to a timing at which braking control such as brake regeneration cooperative control, hill assist start control, and ABS control is required. .
- the stroke difference ⁇ Sp between the true pedal stroke Sp0 and the pedal stroke Sp1 for normal control is set as the correction initial value. It is not necessary to set, and a value corresponding to the stroke difference ⁇ Sp, for example, a value obtained by multiplying the stroke difference ⁇ S by the adjustment coefficient may be used as the correction initial value.
- the linear control valve including the pressure-increasing linear control valve 67 and the pressure-decreasing linear control valve 68 is applied to a brake control device that controls the wheel cylinder pressure of the four wheels in common.
- a brake control device that has a separate linear control valve for each of the four wheels in the hydraulic circuit, and adjusts the hydraulic pressure of the hydraulic fluid pressurized by the power hydraulic pressure source for each wheel using the linear control valve and transmits it to the wheel cylinder You may apply to.
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Abstract
Description
前記ラピッド起動手段により前記電子制御装置が起動した場合には、前記ブレーキペダルの戻し操作途中で、前記踏力液圧モードから前記通常制御モードに切り換えるラピッド起動時モード切換制御手段(S17,S18,S16)を備えたことにある。
Claims (7)
- 複数の車輪のそれぞれに設けられ作動液の液圧を受けて車輪に制動力を与える複数のホイールシリンダと、
ブレーキペダルに入力された踏力により加圧された作動液の液圧を前記複数のホイールシリンダに伝達する踏力液圧回路と、
前記ブレーキペダルの操作とは無関係に作動液を加圧する動力液圧源と、
前記動力液圧源で加圧された作動液の液圧を調圧して前記複数のホイールシリンダに伝達する制御液圧回路と、
前記ブレーキペダル操作に対して、その操作量に応じた反力を発生させつつブレーキペダル操作を許容するストロークシミュレータと、
前記ストロークシミュレータを作動させながら前記制御液圧回路を使ってブレーキペダル操作量に応じた制動力を発生させる通常制御モードと、前記ストロークシミュレータの機能を停止させて前記踏力液圧回路を使って制動力を発生させる踏力液圧モードとを選択的に実行する電子制御装置と、
ブレーキペダル操作を契機として前記電子制御装置を起動させるラピッド起動手段と
を備えたブレーキ制御装置において、
前記ラピッド起動手段により前記電子制御装置が起動した場合には、前記ブレーキペダルの戻し操作途中で、前記踏力液圧モードから前記通常制御モードに切り換えるラピッド起動時モード切換制御手段を備えたことを特徴とするブレーキ制御装置。 - 前記ラピッド起動時モード切換手段は、前記ラピッド起動手段により前記電子制御装置が起動した場合には、前記ブレーキペダルの操作量が予め設定した切換判定閾値よりも低下したときに、前記踏力液圧モードから前記通常制御モードに切り換えることを特徴とする請求項1記載のブレーキ制御装置。
- 前記ラピッド起動手段により前記電子制御装置が起動した後、前記ブレーキペダルの戻し操作が行われていない場合であっても予め設定した制御液圧必要条件が成立した場合には、前記ストロークシミュレータの機能を停止させた状態で前記制御液圧回路を使って制動力を発生させるシミュレータ不作動制御液圧モードを実行するシミュレータ不作動制御液圧モード実行手段を備えたことを特徴とする請求項1または2記載のブレーキ制御装置。
- 前記制御液圧必要条件は、車速が予め設定された設定速度を超えたことを条件とするものであることを特徴とする請求項3記載のブレーキ制御装置。
- 前記踏力液圧モードから前記通常制御モードに切り換えるときの前記踏力液圧回路により発生している実制動力に基づいて、前記通常制御モードに切り換えた後における、ブレーキペダル操作量と目標制動力との関係を補正するための補正量を演算し、前記補正量に基づいて目標制動力を演算する切換時目標制動力演算手段を備えたことを特徴とする請求項1ないし請求項4の何れか一項記載のブレーキ制御装置。
- 前記切換時目標制動力演算手段は、前記ブレーキペダル操作量を前記補正量を使って補正するものであり、前記補正されたブレーキペダル操作量が予め設定した下限値を下回らないように補正量を更新する補正量更新手段を備えたことを特徴とする請求項5記載のブレーキ制御装置。
- 前記ストロークシミュレータは、前記踏力液圧回路を開閉する踏力遮断弁よりも踏力液圧発生源側の前記踏力液圧回路から分岐したシミュレータ用流路に接続され、前記シミュレータ用流路に設けられたシミュレータ用開閉弁が開弁されている状態でブレーキ操作量に応じた量の作動液を導入して前記反力を発生させるものであり、
前記踏力液圧モードから前記通常制御モードに切り換える際に、前記踏力液圧回路における前記シミュレータ用流路の分岐位置より前記ホイールシリンダ側に設けられる弁を閉弁した状態で、前記シミュレータ用開閉弁を開弁する弁作動タイミング設定手段を備えたことを特徴とする請求項1ないし請求項6の何れか一項記載のブレーキ制御装置。
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PCT/JP2011/066380 WO2013011565A1 (ja) | 2011-07-19 | 2011-07-19 | ブレーキ制御装置 |
DE112011105454.8T DE112011105454B4 (de) | 2011-07-19 | 2011-07-19 | Bremssteuervorrichtung |
JP2013525445A JP5761348B2 (ja) | 2011-07-19 | 2011-07-19 | ブレーキ制御装置 |
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