WO2013094593A1 - Dispositif de commande de frein - Google Patents

Dispositif de commande de frein Download PDF

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Publication number
WO2013094593A1
WO2013094593A1 PCT/JP2012/082764 JP2012082764W WO2013094593A1 WO 2013094593 A1 WO2013094593 A1 WO 2013094593A1 JP 2012082764 W JP2012082764 W JP 2012082764W WO 2013094593 A1 WO2013094593 A1 WO 2013094593A1
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WO
WIPO (PCT)
Prior art keywords
brake
control device
stroke
operation member
pedal
Prior art date
Application number
PCT/JP2012/082764
Other languages
English (en)
Japanese (ja)
Inventor
大澤　俊哉
高橋　明
旭 渡辺
Original Assignee
日立オートモティブシステムズ株式会社
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Publication of WO2013094593A1 publication Critical patent/WO2013094593A1/fr

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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
    • B60T8/4086—Systems with stroke simulating devices for driver input the stroke simulating device being connected to, or integrated in the driver input device
    • 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
    • B60T13/12—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 the fluid being liquid
    • B60T13/16—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 the fluid being liquid using pumps directly, i.e. without interposition of accumulators or reservoirs
    • B60T13/161—Systems with master cylinder
    • B60T13/165—Master cylinder integrated or hydraulically coupled with booster
    • B60T13/166—Part of the system directly actuated by booster pressure
    • 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
    • B60T13/66—Electrical control in fluid-pressure brake systems
    • B60T13/68—Electrical control in fluid-pressure brake systems by electrically-controlled valves
    • B60T13/686—Electrical control in fluid-pressure brake systems by electrically-controlled valves in hydraulic systems or parts thereof
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T7/00—Brake-action initiating means
    • B60T7/02—Brake-action initiating means for personal initiation
    • B60T7/04—Brake-action initiating means for personal initiation foot actuated
    • B60T7/042—Brake-action initiating means for personal initiation foot actuated by electrical means, e.g. using travel or force sensors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • 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
    • B60T8/36—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 including a pilot valve responding to an electromagnetic force
    • B60T8/3615—Electromagnetic valves specially adapted for anti-lock brake and traction control systems
    • B60T8/3655—Continuously controlled electromagnetic valves
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
    • B60T8/34—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition
    • B60T8/44—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition co-operating with a power-assist booster means associated with a master cylinder for controlling the release and reapplication of brake pressure through an interaction with the power assist device, i.e. open systems
    • B60T8/441—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition co-operating with a power-assist booster means associated with a master cylinder for controlling the release and reapplication of brake pressure through an interaction with the power assist device, i.e. open systems using hydraulic boosters
    • B60T8/442—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition co-operating with a power-assist booster means associated with a master cylinder for controlling the release and reapplication of brake pressure through an interaction with the power assist device, i.e. open systems using hydraulic boosters the booster being a fluid return pump, e.g. in combination with a brake pedal force booster

Definitions

  • the present invention relates to a brake control device.
  • a pedaling force sensor that detects a driver's brake operating force (stepping force) detects a predetermined pedaling force
  • the hydraulic pump is operated to supply hydraulic pressure equivalent to an idle stroke of the brake pedal. That is, by narrowing the gap between the brake pad and the disc rotor, the idle stroke is reduced and the braking operation feeling is improved.
  • Patent Document 1 An example related to the technique described above is described in Patent Document 1. In a system that does not have a booster and boosts the brake fluid supplied from the master cylinder and supplies it to the wheel cylinder, there is a need for ensuring the initial stroke of the brake pedal.
  • An object of the present invention is to provide a brake control device that can secure an initial stroke when the brake pedal is depressed.
  • the operation stroke generation unit generates a predetermined amount of operation stroke in the initial operation of the brake operation member, and the actuator drive control unit starts driving the pump between the predetermined amount of operation strokes.
  • FIG. 3 is a flowchart illustrating a flow of a brake fluid pressure control process during normal braking executed by the control unit 20 according to the first embodiment. It is a target wheel cylinder pressure setting map according to brake pedal operating force. 3 is a diagram illustrating a control method of each valve and a motor 11. FIG. 3 is a control characteristic diagram of the gate-in valve 8. FIG. 4 is a control characteristic diagram of the gate-out valve 9. FIG. 3 is a time chart illustrating an initial stroke ensuring action when the brake pedal is depressed in the first embodiment. It is a block diagram of the brake control apparatus of Example 2. 6 is a flowchart showing a flow of a brake fluid pressure control process during normal braking executed by the control unit 20 of the second embodiment. It is a time chart which shows the initial stroke ensuring effect
  • FIG. 1 is a configuration diagram of the brake control device according to the first embodiment.
  • the brake control device according to the first embodiment includes a brake pedal (brake operation member) 1, a stroke generation device (operation stroke generation unit) 2, a master cylinder 3, a reservoir tank 4, a wheel cylinder 5, a pressure increase control valve 6, and a pressure reduction control valve. 7, gate-in valve 8, gate-out valve 9, gear pump (pump) 10, motor 11, internal reservoir 12, master cylinder pressure sensor 13, check valve 14, internal pressure sensor 15, pedal force sensor (brake operation amount detector) 16 And a control unit (actuator drive controller) 20.
  • the pressure increase control valve 6, the pressure reduction control valve 7, the gate-in valve 8, the gate-out valve 9, the gear pump 10, the motor 11, the internal reservoir 12, the master cylinder pressure sensor 13, the check valve 14 and the internal pressure sensor 15 are A hydraulic pressure control unit (hydraulic actuator) 19 is provided.
  • a hydraulic pressure control unit (hydraulic actuator) 19 is provided.
  • “a” attached to the end of the reference numeral represents a left front wheel
  • “b” represents a right front wheel
  • “c” represents a left rear wheel
  • “d” represents a right rear wheel
  • P represents the P system
  • S represents the S system.
  • the brake pedal 1 transmits an operation force (depression force) for the driver's brake pedal 1 to the stroke generation device 2.
  • the stroke generator 2 transmits the force transmitted from the brake pedal 1 to the master cylinder 3, and the stroke when the brake pedal is initially depressed (10-20mm, pedal stroke equivalent to jump-in in a system using a negative pressure booster) Is generated. Details of the stroke generation device 2 will be described later.
  • the reservoir tank 4 stores brake fluid necessary for the system.
  • the wheel cylinder 5 converts the input brake fluid pressure into a thrust, and generates a friction braking force by pushing the disc rotor through a brake pad of the disc brake (not shown).
  • the pressure increase control valve 6 is a normally open type solenoid valve that opens and closes by a command current from the control unit 20 and supplies the master cylinder pressure or pump pressure supplied to the pressure increase control valve 6 to the wheel cylinder 5. Or perform an action to shut off.
  • a check valve 17 provided in parallel with the pressure increase control valve 6 functions to release the wheel cylinder pressure to the master cylinder 3 when the wheel cylinder pressure> the master cylinder pressure.
  • the pressure reduction control valve 7 is a normally closed electromagnetic valve, and performs an opening / closing operation by a command current from the control unit 20 to supply or shut off the wheel cylinder pressure to the internal reservoir 12.
  • the gate-in valve 8 is a normally-closed proportional solenoid valve that opens and closes in response to a command current from the control unit 20 and performs an operation of intermittently connecting between the intake side of the master cylinder 3 and the gear pump 10 and the internal reservoir 12. At the same time, by changing the opening degree, the increase / decrease in the master cylinder pressure when supplying brake fluid from the master cylinder 3 to the suction side of the gear pump 10 and the internal reservoir 12 is adjusted.
  • the gate-out valve 9 is a normally-open proportional solenoid valve that opens and closes in response to a command current from the control unit 20, and intermittently operates between the discharge side of the master cylinder 3 and the gear pump 10 and the pressure increase control valve 6. I do.
  • the check valve 18 provided in parallel with the gate-out valve 9 controls the master cylinder pressure when the master cylinder pressure> (pressure on the discharge side of the gear pump 10) and pressure increase control on the discharge side of the gear pump 10. It works to tell the valve 6 side.
  • the gear pump 10 is driven by the motor 11 to scrape the brake fluid in the internal reservoir 12 to the master cylinder 3 side, or sucks the brake fluid from the master cylinder 3 through the gate-in valve 8 and discharges it to the wheel cylinder 5 side.
  • the rotation speed of the motor 11 is controlled by a command current from the control unit 20, and the gear pump 10 is driven.
  • the internal reservoir 12 stores brake fluid sent via the pressure reducing control valve 7 or brake fluid sent from the master cylinder 3 via the gate-in valve 8.
  • the master cylinder pressure sensor 13 detects the master cylinder pressure and inputs the detected value to the control unit 20.
  • the check valve 14 prevents the backflow of brake fluid from the master cylinder 3 side to the discharge side of the gear pump 10.
  • the internal pressure sensor 15 detects the pressure on the discharge side of the gear pump 10 and inputs the detected value to the control unit 20.
  • the pedal force sensor 16 detects the driver's operation force (step force) applied to the brake pedal 1 and inputs the detected value to the control unit 20.
  • the pedaling force sensor 16 is a strain detection device that is attached to the brake pedal 1 and detects the amount of deformation of the brake pedal 1 in accordance with the driver's operating force.
  • the control unit 20 includes information on the running state sent from the vehicle (for example, wheel speed of each wheel, vehicle lateral acceleration, Yaw rate etc.) is input.
  • the control unit 20 controls the pressure-increasing control valve 6, the pressure-reducing control valve 7, the gate-in valve 8, the gate-out valve 9, and the motor 11 based on a built-in program, so that the normal braking according to the driver's brake operation is performed.
  • the brake fluid pressure control for the automatic braking control for increasing / decreasing or maintaining the wheel cylinder pressure according to the state of the wheel and the vehicle behavior is performed.
  • the automatic braking control is, for example, ABS control, TCS control, vehicle behavior stabilization control, or the like.
  • the brake control device according to the first embodiment is a system that does not have a booster that boosts the brake operation force of the driver. For this reason, in brake fluid pressure control during normal braking, the driver's operating force (pedal operating force) applied to the brake pedal 1 is detected by the pedal force sensor 16, and the brake fluid supplied from the master cylinder 3 is increased by the gear pump 10. By increasing the pressure of the wheel cylinder 5, a desired boost ratio is realized.
  • FIG. 2 is a schematic diagram of the stroke generation device 2 according to the first embodiment.
  • the stroke generating device 2 includes a piston 25, a cylinder 26, a coil spring 27, and a stopper 28.
  • the piston 25 is in contact with the brake pedal 1 at the end surface 25a, and pedal operation force is input through the end surface 25a.
  • the other end face 25 b of the piston 25 is in contact with the coil spring 27 and transmits pedal operation force to the coil spring 27.
  • the stopper 28 is fixed to the piston 25, and a clearance CL is provided between the end surface 28a and the end surface 26a of the cylinder 26 in a state where no pedal operating force is applied.
  • the coil spring 27 When the pedal operating force is applied, the coil spring 27 is compressed by the pedal operating force, the distance between the end surface 28a and the end surface 26a of the cylinder 26 is shortened, and finally, the end surface 28a and the end surface 26a come into contact with each other, and the piston 25
  • the pedal operating force is transmitted to the cylinder 26 through the stopper 28.
  • the cylinder 26 is in contact with the master cylinder 3 at the end face 26b, and transmits the pedal operating force transmitted through the coil spring 27 or the stopper 28 built in the cylinder hole 26d to the master cylinder 3.
  • the coil spring 27 is in contact with the end surface 25b of the piston 25 and the inner surface 26c of the cylinder 26, and receives the pedal operation force applied from the end surface 25b of the piston 25 and compresses it, so that the pedal operation force is applied to the brake pedal 1.
  • the brake pedal stroke is generated and the pedal operating force is transmitted to the cylinder 26 via the inner surface 26c of the cylinder 26.
  • the generated initial stroke L1 is limited to a small value of about 10 to 20 mm by the action of the stopper 28, so that a reduction in the maximum value of the wheel cylinder pressure can be suppressed. .
  • FIG. 3 is a flowchart showing the flow of the brake fluid pressure control process during normal braking executed by the control unit 20 of the first embodiment. Each step will be described below.
  • step s301 the detection values sent from the master cylinder pressure sensor 13, the internal pressure sensor 15, and the pedaling force sensor 16 are read.
  • step s302 the target wheel cylinder pressure is calculated from the target wheel cylinder pressure setting map corresponding to the brake pedal operating force shown in FIG. As shown in FIG. 4, the target wheel cylinder pressure has a characteristic that increases linearly with respect to the pedal operating force, but when the pedal operating force is a pedal operating force F0 to F1 corresponding to a predetermined amount of initial stroke, a so-called characteristic is obtained.
  • step s303 based on the target wheel cylinder pressure, each valve and the motor 11 are controlled using any one of methods 1 to 4 shown in FIG. 1 Wheel cylinder pressure increase When the pressure of the wheel cylinder 5 is increased, when the pressure of the master cylinder 3 is increased, the gate-in valve 8 is opened, the gate-out valve 9 is controlled by the wheel cylinder hydraulic pressure, and the motor 11 is driven (ON).
  • the gate-in valve 8 is controlled so as to reduce the opening.
  • the gate-in valve 8 is opened, the gate-out valve 9 is controlled by the wheel cylinder hydraulic pressure, and the motor 11 is driven.
  • step s304 it is determined whether or not the wheel cylinder pressure detected by the internal pressure sensor 15 substantially matches the target wheel cylinder pressure. If YES, the process proceeds to return, and if NO, the process proceeds to step s303.
  • the control characteristics of the gate-in valve 8 are shown in FIG.
  • the gate-in valve 8 is a proportional solenoid valve, and the opening degree can be changed according to the current value. Therefore, the gate-in valve 8 operates to intermittently connect between the master cylinder 3 and the suction side of the gear pump 10 and the internal reservoir 12, and the opening degree Thus, it is possible to adjust the increase / decrease in the master cylinder pressure when supplying brake fluid from the master cylinder 3 to the suction side of the gear pump 10 and the internal reservoir 12.
  • FIG. 7 shows the control characteristics of the gate-out valve 9 when the motor 11 is turned on and the brake fluid discharged from the gear pump 10 is received and controlled.
  • the valve control pressure (in this case, the wheel cylinder pressure) is determined according to the current value. Match). Therefore, the wheel cylinder pressure, that is, the brake fluid pressure during normal braking can be controlled by turning on the motor 11 and controlling the current value based on the characteristics shown in FIG.
  • the stroke generating device 2 that absorbs the initial stroke (10 to 20 mm) of the brake pedal depression is provided.
  • the stroke generation device 2 is provided between the brake pedal 1 and the master cylinder 3, and can absorb the initial stroke without depending on the relationship between the master cylinder pressure and the wheel cylinder pressure. Therefore, even when the wheel cylinder pressure is higher than the master cylinder pressure by driving the gear pump 10, the initial stroke can be secured and the feeling of stepping on the plate can be reduced, so that a good pedal feeling can be realized.
  • the stroke generator 2 reduces the coil spring 27 when the pedal operating force is input to the piston 25 sliding in the cylinder hole 26d of the cylinder 26, thereby reducing the initial stroke by a predetermined amount (10 to 20 mm). Since it absorbs, the operation stroke production
  • the initial stroke of the brake pedal 1 is detected and a preset deceleration (0.1 G) is generated during the initial stroke, so that the wheel cylinder pressure is equivalent to jump-in according to the driver operation. It can be controlled to an appropriate value, and a good braking operation feeling can be realized.
  • the pedal operation force (step force) of the driver is detected by the pedal force sensor 16 attached to the brake pedal 1, and when the detected brake operation force is between F0 and F1, a preset deceleration ( 0.1G) is generated.
  • a pedal stroke is generated by the pedal operation force, and the master cylinder pressure rises according to the pedal stroke.
  • the pedal stroke can be detected quickly and accurately, so that it is possible to realize brake fluid pressure control with little response delay.
  • an appropriate deceleration according to the pedal operation force can be provided.
  • the relationship between the pedal operation force and the stroke can be maintained, and the pedal feel is improved.
  • the pedal force sensor 16 is a strain detection device that detects the deformation amount of the brake pedal 1 according to the driver's operating force, a minute pedal operating force can be detected, and the controllability of the brake hydraulic pressure control is improved.
  • FIG. 8 is a time chart showing the initial stroke ensuring action when the brake pedal of the first embodiment is depressed.
  • the depression of the brake pedal 1 is started, and then the control of the motor 11, the gate-in valve 8, and the gate-out valve 9 is started based on the operation force of the driver detected by the pedal force sensor 16, and the wheel cylinder 5 Pressure increase is started.
  • the motor 11, that is, the gear pump 10 starts to operate immediately after the start of the depression, the brake fluid pressure control with a small response delay can be realized. Thereafter, the wheel cylinder pressure is controlled according to the map shown in FIG.
  • the stroke generating device 2 can ensure the initial depression of the brake pedal 1 even though the wheel cylinder pressure> the master cylinder pressure.
  • the wheel cylinder pressure is controlled to be equivalent to jump-in.
  • the pedal operating force is F1
  • the stroke of the brake pedal 1 due to the action of the stroke generating device 2 is the initial stroke L1 of the brake pedal depression.
  • the end surface 28a of the stopper 28 and the end surface 26a of the cylinder 26 are in contact with each other, and thereafter, the brake pedal stroke due to the action of the stroke generating device 2 is not generated, and the gear pump from the master cylinder 3 is generated.
  • the brake pedal stroke will occur. Thereafter, the characteristic (input / output characteristic) of the target wheel cylinder pressure with respect to the pedal operating force is maintained linearly.
  • the brake control device has the following effects.
  • a brake operation amount detection unit (stepping force sensor 16) that detects the operation amount of the brake pedal 1 by the driver, and a master that operates in conjunction with the brake pedal 1 based on the detected increase in the operation amount of the brake pedal 1.
  • a hydraulic pressure control unit 19 that drives the gear pump 10 to suck in the brake fluid in the cylinder 3 and increase the wheel cylinder pressure, and a stroke generation that generates a predetermined amount of operation stroke of the brake pedal 1 at the initial operation of the brake pedal 1
  • the apparatus 2 and a control unit 20 that starts driving the gear pump 10 during a predetermined amount of operation stroke are provided.
  • the control unit 20 controls the hydraulic pressure control unit 19 so that a preset deceleration (0.1G) is generated for the vehicle when the brake pedal 1 strokes a predetermined amount (10 to 20 mm). . Therefore, the wheel cylinder pressure can be controlled to an appropriate value corresponding to jump-in according to the driver operation, and a good braking operation feeling can be realized.
  • a preset deceleration 0.1G
  • the stroke generating device 2 is provided between the brake pedal 1 and the master cylinder 3. Therefore, even when the master cylinder pressure is lower than the wheel cylinder pressure, the brake pedal initial stroke can be secured.
  • the brake operation amount detection unit is a pedaling force sensor 16 that detects a pedaling force acting on the brake pedal 1, and the control unit 20 detects whether the detected pedaling force detects a preset pedaling force.
  • the hydraulic pressure control unit 19 is controlled so as to generate a preset deceleration. Therefore, since the pedal stroke can be detected quickly and accurately, it is possible to realize the brake hydraulic pressure control with a small response delay and to provide an appropriate deceleration according to the pedal operation force.
  • the pedal force sensor 16 is attached to the brake pedal 1. Therefore, since the pedal operation force input to the brake pedal 1 can be directly detected, it is possible to realize the brake hydraulic pressure control with a small response delay and to provide an appropriate deceleration according to the pedal operation force.
  • FIG. 9 is a configuration diagram of the brake control device of the second embodiment.
  • the stroke generating device 2 is eliminated and a stroke sensor 21 is added to the configuration of the first embodiment shown in FIG.
  • the control of the gate-in valve 8 is different in that the initial stroke of the brake pedal is ensured.
  • the stroke sensor 21 detects a brake pedal stroke based on an operation of a driver applied to the brake pedal 1 and inputs the detected value to the control unit 20.
  • FIG. 9 about the member to which the code
  • FIG. 10 is a flowchart showing the flow of brake fluid pressure control processing during normal braking executed by the control unit 20 of the second embodiment. Each step will be described below.
  • step s1001 detection values sent from the master cylinder pressure sensor 13, the internal pressure sensor 15, the treading force sensor 16, and the stroke sensor 21 are read.
  • step s1002 it is determined whether or not the brake pedal operating force> 0 and the brake pedal stroke ⁇ the brake pedal depression initial stroke L1. If YES, the process proceeds to step s1003, and if NO, the process proceeds to step s1007. In step s1003, the gate-in valve 8 is opened.
  • step s1004 the target wheel cylinder pressure is calculated from the target wheel cylinder pressure setting map corresponding to the brake pedal operating force (depressing force) shown in FIG.
  • step s1005 based on the target wheel cylinder pressure, each valve and the motor 11 are controlled using the method shown in FIG.
  • step s1006 it is determined whether or not the wheel cylinder pressure detected by the internal pressure sensor 15 substantially matches the target wheel cylinder pressure. If YES, the process proceeds to return, and if NO, the process proceeds to step s1005.
  • step s1007 the processing shown in steps s302 to s304 in FIG. 3 is performed. The contents of the process are the same as in FIG.
  • FIG. 11 is a time chart illustrating the initial stroke ensuring action when the brake pedal is depressed according to the second embodiment.
  • the gate-in valve 8 opens (the dotted circle indicated by the arrow A in the gate-in valve current in FIG. 11), and the master cylinder is depressed by the depression of the brake pedal 1.
  • the brake fluid supplied from 3 can be stored in the internal reservoir 12, and the initial stroke of the brake pedal 1 can be secured by the amount of liquid stored in the internal reservoir 12. That is, in the second embodiment, the operation stroke generating unit is configured in software by controlling the amount of brake fluid flowing out from the master cylinder 3 by the gate-in valve 8 in the internal reservoir 12.
  • the gate-in valve 8 is controlled by the normal method shown in FIG. As a result, the storage of the brake fluid supplied from the master cylinder 3 in the internal reservoir 12 is suppressed, and the stroke when the brake pedal is initially depressed can be set to an appropriate value, so that the same effects as those of the first embodiment are obtained. be able to. Further, in the second embodiment, since the same effect can be obtained without the mechanical operation stroke generating unit, the cost effect can be enhanced as compared with the first embodiment having the mechanical stroke generating device 2. .
  • the brake control device wherein the pedal force sensor is a strain detection device that detects a deformation amount of the brake operation member or a support member that supports the brake operation member on a vehicle body. Therefore, the microdeformation can be detected by the strain detection device, so that the controllability is improved.
  • the brake control device according to claim 4, The brake control device according to claim 1, wherein the preset pedaling force is set to be generated when the brake operation member has stroked a predetermined amount. Therefore, the relationship between the pedaling force and the stroke can be maintained, and the pedal feel is improved.
  • the operation stroke generation unit A piston member having one end connected to one side of a brake pedal or a master cylinder as the brake operation member; and a cylinder hole into which the other end of the piston member is inserted; and the other side of the brake pedal or the master cylinder; A cylinder member to be connected; A spring provided between the bottom of the cylinder hole and the end face of the piston member; A stopper member provided in contact with the cylinder hole opening end surface of the piston member and the cylinder member; With A brake control device, wherein a clearance for obtaining the predetermined amount of stroke is formed between the stopper member and the cylinder hole opening end surface. Therefore, the operation stroke generation unit can be realized with a simple configuration.
  • the brake control device according to claim 1, The brake control device according to claim 1, wherein the predetermined amount of stroke is set to half or less of a total stroke amount set in the brake operation member. Therefore, the fall of the maximum value of wheel cylinder pressure can be suppressed by setting an initial stroke small.
  • the brake control device A reservoir provided in the hydraulic actuator and capable of storing brake fluid flowing out of the master cylinder; A gate-in valve provided between the master cylinder and the reservoir; With The said stroke production
  • a brake operation amount detection unit for detecting the operation amount of the brake operation member by the driver;
  • a hydraulic actuator that drives a pump to suck in brake fluid in a master cylinder that operates in conjunction with the brake operation member based on the detected increase in the operation amount of the brake operation member and to increase the wheel cylinder hydraulic pressure
  • An operation stroke generator provided between the brake operation member and the master cylinder for generating a predetermined amount of operation stroke of the brake operation member at the initial operation of the brake operation member;
  • a stroke control unit that drives the hydraulic actuator to perform stroke control of the brake operation member when the stroke is less than the predetermined amount;
  • a hydraulic pressure control unit that drives the hydraulic actuator to control the wheel cylinder hydraulic pressure when the stroke is equal to or greater than the predetermined amount of stroke;
  • a brake control device comprising: Therefore, it is possible to achieve both the reduction of the feeling of stepping on the plate by the stroke control and the implementation of the hydraulic pressure control by the hydraulic pressure control unit.
  • the brake control device wherein the actuator drive control unit controls the hydraulic actuator such that a deceleration set in advance with respect to the vehicle is generated when the brake operation member strokes the predetermined amount. Therefore, it is possible to give an appropriate feeling of deceleration according to the pedal operation force.
  • the brake operation amount detection unit is a pedal force sensor that detects a pedal force acting on the brake operation member, The actuator drive control unit controls the hydraulic actuator so that a preset deceleration is generated for the vehicle when the detected pedal force detects a preset pedal force. Control device. Therefore, an appropriate deceleration can be given.
  • the pedaling force sensor is a strain detection sensor that is attached to a bracket for attaching the brake operation member or the brake operation member to a vehicle body and detects distortion of the brake operation member or the bracket generated by a driver's brake operation. Brake control device. Therefore, since the distortion of the brake operation member or the bracket is directly detected, the detection accuracy is improved.
  • the brake control device according to claim 1 wherein the predetermined amount of stroke is set to half or less of a total stroke amount set in the brake operation member. Therefore, the fall of the maximum value of wheel cylinder pressure can be suppressed by setting an initial stroke small.
  • the operation stroke generation unit A piston member having one end connected to one side of a brake pedal or a master cylinder as the brake operation member; and a cylinder hole into which the other end of the piston member is inserted; and the other side of the brake pedal or the master cylinder; A cylinder member to be connected; A spring provided between the bottom of the cylinder hole and the end face of the piston member; A stopper member provided in contact with the cylinder hole opening end surface of the piston member and the cylinder member; With A brake control device, wherein a clearance for obtaining the predetermined amount of stroke is formed between the stopper member and the cylinder hole opening end surface. Therefore, the operation stroke generation unit can be realized with a simple configuration.
  • a brake operation amount detection unit that detects an operation amount of a brake operation member by a driver
  • a hydraulic actuator that drives a pump to suck in brake fluid in a master cylinder that operates in conjunction with the brake operation member based on the detected increase in the operation amount of the brake operation member and to increase the wheel cylinder hydraulic pressure
  • Stroke generation that is provided between the brake operation member and the master cylinder and that generates a predetermined amount of operation stroke of the brake operation member when the brake operation member is relatively displaced with respect to the master cylinder at the initial operation of the brake operation member.
  • An actuator drive controller that starts driving the pump during the predetermined amount of operation stroke; Therefore, the feeling of stepping on the board can be reduced.
  • Brake pedal (brake operating member) 2 Stroke generator (operation stroke generator) 3 Master cylinder 5 Wheel cylinder 10 Gear pump (pump) 16 Treading force sensor (brake operation amount detector) 19 Hydraulic control unit (hydraulic actuator) 20 Control unit (actuator drive controller)

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

Abstract

L'invention concerne un dispositif de commande de frein comprenant : une unité de détection de quantité d'actionnement de frein (capteur de force de pédale) qui détecte la quantité d'actionnement d'une pédale de frein par un conducteur; une unité de commande de pression de fluide qui entraîne une pompe à engrenages afin d'augmenter la pression de fluide du cylindre de roue par aspiration d'un liquide de frein dans un maître-cylindre qui fonctionne conjointement avec la pédale de frein sur la base de l'augmentation de la quantité d'actionnement détectée de la pédale de frein; une unité de génération de course qui génère une quantité prédéterminée de course d'actionnement de la pédale de frein au début de l'actionnement de la pédale de frein; et une unité de commande qui lance l'entraînement de la pompe à engrenages au cours de la quantité prédéterminée de course d'actionnement.
PCT/JP2012/082764 2011-12-22 2012-12-18 Dispositif de commande de frein WO2013094593A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2011-281172 2011-12-22
JP2011281172A JP2013129363A (ja) 2011-12-22 2011-12-22 ブレーキ制御装置

Publications (1)

Publication Number Publication Date
WO2013094593A1 true WO2013094593A1 (fr) 2013-06-27

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PCT/JP2012/082764 WO2013094593A1 (fr) 2011-12-22 2012-12-18 Dispositif de commande de frein

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JP (1) JP2013129363A (fr)
WO (1) WO2013094593A1 (fr)

Cited By (1)

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WO2018109577A1 (fr) * 2016-12-12 2018-06-21 ローベルト ボッシュ ゲゼルシャフト ミット ベシュレンクテル ハフツング Unité de commande hydraulique pour système de freinage de véhicule et frein de véhicule

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JP6394091B2 (ja) * 2014-06-17 2018-09-26 株式会社アドヴィックス 車両用ブレーキ装置

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JP2006096218A (ja) * 2004-09-30 2006-04-13 Advics:Kk 車両用ブレーキ装置

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JP2009298242A (ja) * 2008-06-11 2009-12-24 Toyota Motor Corp 車両用ブレーキシステム
JP4952665B2 (ja) * 2008-06-20 2012-06-13 トヨタ自動車株式会社 ストロークシミュレータ及び車両用制動装置
JP5062211B2 (ja) * 2009-03-26 2012-10-31 トヨタ自動車株式会社 操作量検出装置
JP5210469B2 (ja) * 2009-07-10 2013-06-12 豊田鉄工株式会社 歪み検出センサ及びこれを用いた踏力検出装置

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JP2006096218A (ja) * 2004-09-30 2006-04-13 Advics:Kk 車両用ブレーキ装置

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2018109577A1 (fr) * 2016-12-12 2018-06-21 ローベルト ボッシュ ゲゼルシャフト ミット ベシュレンクテル ハフツング Unité de commande hydraulique pour système de freinage de véhicule et frein de véhicule
CN110248852A (zh) * 2016-12-12 2019-09-17 罗伯特·博世有限公司 车辆用的制动系统的液压控制单元、以及车辆用的制动系统

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