WO2013132609A1 - 液圧ブレーキシステム - Google Patents
液圧ブレーキシステム Download PDFInfo
- Publication number
- WO2013132609A1 WO2013132609A1 PCT/JP2012/055808 JP2012055808W WO2013132609A1 WO 2013132609 A1 WO2013132609 A1 WO 2013132609A1 JP 2012055808 W JP2012055808 W JP 2012055808W WO 2013132609 A1 WO2013132609 A1 WO 2013132609A1
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- WIPO (PCT)
- Prior art keywords
- pressure
- pump
- brake
- control
- linear valve
- 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
- B60T13/662—Electrical control in fluid-pressure brake systems characterised by specified functions of the control system components
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
- B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
- B60T13/12—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
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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
- B60T13/12—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
- B60T13/14—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 accumulators or reservoirs fed by pumps
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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
- B60T13/12—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
- B60T13/14—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 accumulators or reservoirs fed by pumps
- B60T13/142—Systems with master cylinder
- B60T13/145—Master cylinder integrated or hydraulically coupled with booster
- B60T13/146—Part of the system directly actuated by booster pressure
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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
- B60T17/00—Component parts, details, or accessories of power brake systems not covered by groups B60T8/00, B60T13/00 or B60T15/00, or presenting other characteristic features
- B60T17/18—Safety devices; Monitoring
- B60T17/22—Devices for monitoring or checking brake systems; Signal devices
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T7/00—Brake-action initiating means
- B60T7/02—Brake-action initiating means for personal initiation
- B60T7/04—Brake-action initiating means for personal initiation foot actuated
- B60T7/042—Brake-action initiating means for personal initiation foot actuated by electrical means, e.g. using travel or force sensors
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
- B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
- B60T8/321—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration deceleration
- B60T8/3255—Systems in which the braking action is dependent on brake pedal data
- B60T8/326—Hydraulic systems
- B60T8/3265—Hydraulic systems with control of the booster
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
- B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
- B60T8/34—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition
- B60T8/36—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
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
- B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
- B60T8/34—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition
- B60T8/40—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition comprising an additional fluid circuit including fluid pressurising means for modifying the pressure of the braking fluid, e.g. including wheel driven pumps for detecting a speed condition, or pumps which are controlled by means independent of the braking system
- B60T8/4072—Systems in which a driver input signal is used as a control signal for the additional fluid circuit which is normally used for braking
- B60T8/4077—Systems in which the booster is used as an auxiliary pressure source
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
- B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
- B60T8/34—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition
- B60T8/48—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition connecting the brake actuator to an alternative or additional source of fluid pressure, e.g. traction control systems
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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
- B60T2270/403—Brake circuit failure
Definitions
- the present invention relates to a hydraulic brake system provided in a vehicle.
- the pressure of the hydraulic fluid supplied from the high pressure source device is adjusted by the pressure-increasing linear valve and the pressure-reducing linear valve, and the adjusted pressure, that is, the braking force depending on the adjusted pressure, It is comprised so that the brake device provided in the wheel may generate
- the brake device provided in the wheel may generate
- a hydraulic brake system that generates a braking force that depends on the pressure of the hydraulic fluid adjusted by an electromagnetic pressure-increasing linear valve or pressure-reducing linear valve, that is, in a linear valve pressure-regulating system
- the fluid in the pressure-increasing linear valve Leakage causes an event that is different from the event caused by the liquid leak that is the subject of the above patent document. Therefore, dealing with the liquid leakage of the pressure-increasing linear valve leads to improving the practicality of the linear valve pressure regulation system.
- the present invention has been made in view of such a situation, and an object thereof is to provide a highly practical hydraulic brake system.
- the hydraulic brake system of the present invention adjusts the pressure of hydraulic fluid supplied from a high pressure source device having a pump by an electromagnetic pressure increasing linear valve and an electromagnetic pressure reducing linear valve,
- a system having a structure in which a braking device provided on a wheel generates a braking force whose magnitude depends on the adjusted pressure (adjusted pressure), and is configured to cope with liquid leakage of the pressure-increasing linear valve. ing. Specifically, it is configured to cope with liquid leakage exceeding a set level.
- the hydraulic brake system of the present invention is configured to cope with liquid leakage of the pressure-increasing linear valve, according to this hydraulic brake system, the increase in the load on the pump and the drag phenomenon are prevented or reduced. It is possible to make it. Therefore, the hydraulic brake system of the present invention is highly practical.
- the present invention is obtained by adding the invention specific matter of (31) to any one of claims 1 to 9 in claim 9, to claim 10, to claim 10 to (32).
- the characteristic feature is added to claim 11, the claim 10 to which the invention specific matter of (33) is added, claim 12 is added to any one of claims 1 to 12 (
- the invention-specific matter of item (13) is added to claim 13, and the invention-specific matter of item (41) is added to any one of claims 1 to 13 in claim 14.
- Claim 19 corresponds to Claim 20 in which any one of Claims 1 to 19 is added with the invention specific matter of (4).
- a hydraulic brake system provided in a vehicle, (a) a brake device provided on the wheel; (b) a pump for pumping up the hydraulic fluid from a low-pressure source and pressurizing; and an accumulator for storing the hydraulic fluid pressurized by the pump. And (c) an electromagnetic pressure-increasing linear valve and an electromagnetic pressure-decreasing linear valve arranged in series between the high-pressure source device and the low-pressure source.
- a pressure adjusting valve device that adjusts the pressure of the hydraulic fluid between the valve and the pressure-reducing linear valve, and (d) a control device that controls the hydraulic brake system, and the operation adjusted by the pressure adjusting valve device
- the brake device is configured to generate a braking force having a magnitude depending on an adjustment pressure that is a pressure of the liquid,
- the control unit Starting the operation of the pump when the high pressure source pressure, which is the pressure of the hydraulic fluid supplied from the high pressure source device, falls below a set lower limit pressure, and stopping the operation of the pump when the pressure exceeds the set upper limit pressure.
- a high-pressure source control unit that executes normal-time high-pressure source control that is control for maintaining the high-pressure source pressure within a set pressure range; Normal time for adjusting the electric power supplied to the pressure-increasing linear valve and the pressure-reducing linear valve, respectively, so that the adjustment pressure becomes a pressure corresponding to a required braking force that is a braking force to be generated by the brake device.
- a valve control unit that executes pressure-increasing valve control and normal pressure-reducing valve control;
- a hydraulic brake system comprising: a liquid leakage countermeasure unit for coping with the leakage when hydraulic fluid leakage of the pressure increasing linear valve is detected.
- This mode is a mode related to the basic configuration of the hydraulic brake system according to the claimable invention and the functional unit that copes with the liquid leakage of the pressure-increasing linear valve.
- linear valve pressure regulation system In the hydraulic brake system having the above basic configuration (hereinafter sometimes referred to as “linear valve pressure regulation system”), leakage of the hydraulic fluid of the pressure increasing linear valve (hereinafter sometimes simply referred to as “liquid leakage”) occurs.
- liquid leakage occurs.
- the pressure increasing linear valve is closed, the hydraulic fluid leaks, and when the pressure reducing linear valve is open, the leaked hydraulic fluid passes through the pressure reducing linear valve. Flow into reservoir. That is, the leakage of the hydraulic fluid of the pressure increasing linear valve targeted by the liquid leakage countermeasure unit in this aspect is such a liquid leakage.
- the system according to this aspect may be configured such that the hydraulic fluid having the adjusted pressure is directly supplied to the brake device. Further, as will be described later, the hydraulic fluid adjusted to a regulated pressure is supplied to a pressure regulator (regulator) or a master cylinder device, and the hydraulic fluid having a pressure corresponding to the regulated pressure is supplied from the regulator or the master cylinder device. It may be configured to be supplied to the brake device. Further, the adjusted hydraulic fluid is supplied to the pressure regulator, and the hydraulic fluid having a pressure corresponding to the adjusted pressure is supplied from the pressure regulator to the master cylinder device, and the pressure is operated according to the pressure of the hydraulic fluid. The liquid may be configured to be supplied from the master cylinder device to the brake device.
- the electromagnetic pressure increasing linear valve and the electromagnetic pressure reducing linear valve may be either a normally closed type or a normally open type. That is, it may be an electromagnetic linear valve that is closed in the non-excited state and opened in the excited state, or that is open in the non-excited state and closed in the excited state. It may be an electromagnetic linear valve.
- the hydraulic brake system is A pressure regulator having a pilot chamber and supplying the hydraulic fluid supplied from the high-pressure source device to a pressure corresponding to the pilot pressure that is the pressure of the hydraulic fluid in the pilot chamber;
- the pressure regulating valve device is configured such that the pressure increasing linear valve is disposed between the high pressure source device and the pilot chamber, and the pressure reducing linear valve is disposed between the pilot chamber and the low pressure source.
- the pilot pressure is adjusted as the adjustment pressure
- the hydraulic brake system according to (1), wherein the brake device generates a braking force having a magnitude depending on a pressure regulator supply pressure that is a pressure of hydraulic fluid supplied from the pressure regulator.
- two of the embodiments described above that is, the hydraulic fluid adjusted to the adjusted pressure is supplied to the pressure regulator, and the hydraulic fluid having a pressure corresponding to the adjusted pressure is directly supplied from the regulator.
- the mode supplied to the brake device the hydraulic fluid adjusted to the adjusted pressure is supplied to the pressure regulator, the hydraulic fluid of the pressure corresponding to the adjusted pressure is supplied to the master cylinder device, and the pressure corresponding to the pressure of the hydraulic fluid
- the hydraulic fluid is supplied from the master cylinder device to the brake device.
- the hydraulic fluid having the adjusted pressure is not directly supplied to the brake device, but the hydraulic fluid is supplied to the pilot chamber of the pressure regulator. Therefore, in the system according to this aspect, the adjusted pressure functions as a pilot pressure. Therefore, compared with a system in which the adjusted hydraulic fluid is directly supplied to the brake device, the pressure increase linear valve leaks. Even when the amount of hydraulic fluid that leaks out due to this is small, the effect on the braking force generated by the brake device is large. In other words, even when a relatively low level of liquid leakage occurs, the brake device is likely to generate an unintended braking force due to the liquid leakage. In that sense, in the system according to this aspect, the effect of having the liquid leakage countermeasure unit is exhibited.
- the pressure regulator is A housing, a movable body disposed in the housing so as to be movable in the axial direction of the housing, a valve mechanism disposed in parallel with the movable body in the axial direction in the housing, and a low pressure source.
- the pilot chamber is formed with a high-pressure chamber for receiving the high-pressure source pressure hydraulic fluid supplied from the high-pressure source device so that the valve mechanism is sandwiched between the pressure regulating chamber and the pressure chamber.
- the movable body is moved in the axial direction by the differential pressure acting force acting on the movable body depending on the pressure difference between the pressure regulator supply pressure and the pilot pressure, and the movable body is directed to the valve mechanism.
- the movable body is engaged with the valve mechanism, and the pressure regulating chamber and the high pressure chamber are communicated with each other by the valve mechanism, and the pressure regulating chamber and the low pressure source passage
- the movable body is moved away from the valve mechanism, the movable body is disengaged from the valve mechanism, and the pressure regulating chamber, the high pressure chamber,
- the hydraulic brake system according to item (2), wherein communication between the pressure adjusting chamber and the low pressure source passage is in communication with each other.
- This mode is a mode in which a limitation relating to the specific structure of the pressure regulator is added.
- the hydraulic brake system is A brake operation member is connected to receive the adjustment pressure or a hydraulic fluid at a pressure corresponding to the adjustment pressure, and does not depend on the driver's operation force applied to the brake operation member, but depends on the received hydraulic fluid pressure
- a master cylinder device that supplies pressurized hydraulic fluid to the brake device;
- Paragraphs (1) to (3) are configured such that the brake device generates a braking force having a magnitude depending on the master pressure, which is the pressure of hydraulic fluid supplied from the master cylinder device to the brake device.
- the hydraulic brake system as described in any one of.
- two of the embodiments described above that is, the hydraulic fluid adjusted to the adjusted pressure is directly supplied to the master cylinder device, and the hydraulic fluid having a pressure corresponding to the adjusted pressure is supplied to the master cylinder.
- the hydraulic fluid supplied to the brake device from the device, the hydraulic fluid adjusted to the adjusted pressure is supplied to the pressure regulator, the hydraulic fluid with the pressure corresponding to the adjusted pressure is supplied to the master cylinder device, and the hydraulic fluid is And a mode in which hydraulic fluid having a high pressure is supplied from the master cylinder device to the brake device.
- the latter aspect is a combination of the aspect relating to the pressure regulator described above and this aspect.
- the adjustment fluid or the hydraulic fluid having a pressure corresponding to the adjustment pressure is introduced into the master cylinder, and depending on the structure of the master cylinder device, the pressure operation according to the pressure of the introduced hydraulic fluid is performed. Liquid is supplied from the master cylinder device to the brake device. On the other hand, a brake operation is generally input to the master cylinder device. Therefore, by devising the structure of the master cylinder device, when any failure occurs in the system, the hydraulic fluid supplied to the brake device is pressurized depending on the brake operation force applied to the brake operation member. It is also possible to configure such that the hydraulic fluid supplied to the brake device is pressurized depending on both the introduced hydraulic fluid and the brake operating force. . If the master cylinder device having such a configuration is used, the practicality of the system of this aspect is further enhanced.
- the master cylinder device in this aspect is configured to be able to pressurize the hydraulic fluid depending on the adjustment pressure or the pressure corresponding to the adjustment pressure without depending on the brake operation force and supply the hydraulic fluid to the brake device. Therefore, the system of this aspect is a suitable system for a vehicle in which a regenerative braking system is used together.
- the master cylinder device is (A) The front end is closed, the housing is divided into a front chamber and a rear chamber, and has a partition portion formed with an opening penetrating itself, and (B) a ridge is formed at the rear end.
- a pressure piston having a main body disposed in the front chamber, (C) an input piston coupled to the brake operation member and disposed in the rear chamber, and (D) a forward movement of the input piston.
- a reaction force applying mechanism that applies a reaction force of a magnitude corresponding to the amount of advance to the input piston, (i) a pressurizing chamber in which hydraulic fluid supplied to the brake device is pressurized by advancing of the pressurizing piston in front of the main body of the pressurizing piston; (ii) the pressurizing piston and the Between the input pistons, there is an inter-piston chamber in which the pressure piston and the input piston face each other by using the opening formed in the partition part of the housing. (Iii) The body part of the pressure piston An inlet chamber into which the adjusted pressure or a hydraulic fluid having a pressure corresponding to the adjusted pressure is introduced between the formed ridge and the partition portion is (iv) sandwiching the ridge in front of the ridge.
- This mode is a mode in which a limitation on the specific structure of the master cylinder device is added.
- the liquid leakage dealing part has a large leakage dealing part for dealing with leakage of hydraulic fluid of the pressure-increasing linear valve that exceeds a set level (1) to (5)
- the hydraulic brake system according to any one of the items.
- the degree of liquid leakage means, for example, the amount of hydraulic fluid that leaks (for example, the amount of leakage per hour), the flow velocity of hydraulic fluid that leaks, and the like.
- the hydraulic fluid leaked from the pressure increasing linear valve passes through the pressure reducing linear valve and is discharged to the reservoir.
- large leakage a high level of liquid leakage
- the pressure reducing linear valve is in the open state, the pressure is not discharged smoothly, the adjustment pressure increases, and the brake
- the device generates an unintended braking force, i.e. a so-called "drag phenomenon”.
- the setting degree is When the pressure-increasing linear valve is in a closed state and the pressure-decreasing linear valve is in an open state, it is set as the degree of leakage of the hydraulic fluid in the pressure-increasing linear valve that is predicted to generate a braking force.
- the hydraulic brake system according to item (11).
- this aspect is a mode in which it is clarified that a liquid leak that causes the drag phenomenon is recognized as a large leak and that the large leak is dealt with.
- the high pressure source control unit receives the normal high pressure.
- This mode is a mode in which a limitation is imposed on the control of the high pressure source device when the brake force is not required when the liquid leak occurs.
- “Restricting the driving of the pump” in the present embodiment includes limiting the time during which the pump is driven, limiting the frequency of driving the pump, limiting the output of the pump, and the like.
- the restriction on the drive of the pump means the restriction on the operation of the drive source.
- the hydraulic fluid of the high-pressure source device that is, the hydraulic fluid stored in the accumulator is decompressed linearly. It flows through the valve to the reservoir.
- the outflow of the hydraulic fluid increases the pump driving time or the pump driving frequency. If the liquid leak is a large leak, the increase will be relatively large. Considering this, the driving of the pump is limited in this embodiment. Due to the limitation of driving the pump, the load of the pump, that is, the load of the driving source that drives the pump is reduced.
- the high pressure source control unit prohibits driving of the pump regardless of whether the high pressure source pressure is within the set pressure range, thereby driving the pump.
- the hydraulic brake system according to item (13) configured to limit.
- the pump of the high pressure source device is not driven when the braking force is not required in the state where a large leak occurs in the pressure increasing linear valve. Therefore, the burden on the pump is greatly reduced.
- the high-pressure source control unit stops driving the pump when the high-pressure source pressure exceeds a high-leakage upper limit pressure set lower than the set upper limit pressure.
- the set upper limit that defines the upper limit of the set pressure range that is set for the high pressure source pressure when the brake force is not required.
- the pressure is lowered and the normal-time high-pressure source control is executed.
- the pump driving time is shortened, so that the burden on the pump is reduced.
- the system of this aspect is inferior in the burden reduction effect of the pump as compared with the aspect of prohibiting the driving of the pump described above, but unlike that aspect, the high pressure source pressure is maintained at a certain level or higher. Therefore, it can respond to the demand for braking force relatively quickly.
- the set lower limit pressure may also be lowered.
- both the control in this mode and the control for prohibiting the driving of the pump in the previous mode are executed. You may be allowed to. In that case, for example, these two controls may be selectively switchable according to any selection of the driver, the value of some parameter such as the degree of liquid leakage, the traveling state of the vehicle, and the like.
- the high pressure source pressure is maintained at a pressure lower than the pressure at which the above-described drag phenomenon does not occur when the brake force is not required. It will be different. Therefore, according to this aspect, the drag phenomenon can be reliably prevented while responding to the request for the braking force relatively quickly.
- the high pressure source control unit controls the normal high pressure source control. Instead, any one of the items (11) to (16) configured to execute pump forced drive control for driving the pump regardless of whether the high-pressure source pressure is within the set pressure range or not.
- the hydraulic brake system according to any one of the above.
- the pump of the high pressure source device is forcibly driven when the braking force is requested.
- a mode in which driving is continued as long as braking force is required is included in this mode.
- This mode is a truly effective mode when combined with the above-described mode in which the driving of the pump is restricted when the braking force is not required.
- the driving of the pump is limited and the high pressure source pressure is relatively low, so it is truly meaningful to forcibly drive the pump when the braking force is required.
- the adjustment pressure in the process of increasing the braking force may be adjusted mainly by adjusting the opening degree of the pressure-increasing linear valve as in the normal time. You may carry out by adjustment of the opening degree of a pressure-reduction linear valve.
- the brake device may replace the normal high-pressure source control with the brake device when the large-leakage countermeasure unit requests a braking force in which generation of a braking force by the brake device is required.
- the pump is driven until the brake force to be generated reaches the required brake force, and the pump pressure control is performed to stop the pump drive when the brake force reaches the required brake force.
- the hydraulic brake system according to any one of (11) to (16).
- adjustment of the adjustment pressure that is, control of the braking force is usually performed by operating the pressure-increasing linear valve. Specifically, for example, it is performed by adjusting the opening degree of the pressure increasing linear valve.
- the adjustment pressure is adjusted by driving the pump and stopping the driving. That is, the pressure is regulated by the pump of the high pressure source device.
- the adjustment pressure can be adjusted relatively accurately.
- the pump when adjusting the pressure by the pump, the pump may be driven with a constant output, or may be driven while changing the degree of driving as will be described later. That is, the pressure may be adjusted by changing the output of the pump.
- this aspect also becomes an effective aspect when combined with the aspect in which the driving of the pump is limited when the braking force is not requested as described above. This is particularly effective when combined with a mode in which pump driving is prohibited when brake force is not required.
- the large leakage countermeasure unit may determine whether the necessary brake force is applied in the process of increasing the brake force instead of the normal pressure increasing valve control in conjunction with the pump pressure control.
- the pressure-increasing linear valve is opened when the pressure is adjusted by the pump. Specifically, for example, the opening degree is the highest. According to this aspect, the pressure-increasing linear valve does not hinder the pressure adjustment by the pump, and relatively accurate adjustment of the adjustment pressure is ensured.
- the high pressure source control unit is configured to change the degree of driving of the pump in accordance with the degree of change in the required brake force in the pump pressure regulation control.
- the hydraulic brake system according to item.
- This mode includes, for example, a mode in which the output of the pump is changed when the pressure is adjusted by the pump. Further, for example, when the pump is intermittently driven at an extremely short time interval, an aspect of changing the pump driving time is also included. Specifically, when the pump is configured to be driven by an electric drive source such as an electric motor, the power supplied to the drive source may be changed. More specifically, at least one of a supply current and an applied voltage for the drive source may be changed. According to this aspect, it is possible to generate a relatively accurate magnitude of the braking force regardless of the required increase gradient of the braking force. That is, according to this aspect, it is possible to appropriately cope with a sudden braking operation or a slow braking operation.
- an electric drive source such as an electric motor
- This mode is simply a mode in which the forced driving of the pump and the pressure regulation by the pump described above are switched according to the required braking force. Specifically, when the adjustment pressure is relatively high, the pump is forcibly driven, and when the adjustment pressure is relatively low, pressure adjustment by the pump is performed. Therefore, according to this aspect, it is possible to enjoy the advantages described above regarding the forced driving of these pumps and the pressure regulation by the pumps.
- the adjustment pressure is adjusted by the pressure reducing linear valve. Therefore, the present embodiment can be easily applied even to a high-pressure source device that does not necessarily require the pump output to be variable and cannot change the pump output.
- this aspect also becomes an effective aspect when combined with the aspect in which the driving of the pump is limited when the braking force is not requested as described above. This is particularly effective when combined with a mode in which pump driving is prohibited when brake force is not required.
- the large leak countermeasure unit may provide the valve control unit with the pump adjustment control regardless of the necessary brake force in the process of increasing the brake force instead of the normal pressure increasing valve control.
- the pressure-increasing linear valve when pressure adjustment by the pump is performed, the pressure-increasing linear valve is opened. According to this aspect, as described above, the pressure-increasing linear valve does not inhibit the pressure adjustment by the pump, and the adjustment pressure can be adjusted relatively accurately.
- the large leak countermeasure unit maintains the closed state of the pressure increasing linear valve instead of the normal pressure increasing valve control in the valve control unit in conjunction with the forced pump operation control.
- Item (21) or (21) configured to execute one of maintenance control and pressure increase valve opening degree adjustment control that adjusts the degree of opening of the pressure increase linear valve in accordance with the degree of change in the required brake force.
- the hydraulic brake system according to item 22).
- This mode is a mode in which a limitation relating to the control of the pressure-increasing linear valve when the pump is forcibly driven is added. Since the adjustment pressure can be increased by utilizing the liquid leakage of the pressure-increasing linear valve, the pressure-increasing linear valve can be closed. When the closed state of the pressure increasing linear valve is maintained, it is not necessary to supply power to the pressure increasing linear valve, and the power consumption of the pressure increasing linear valve can be suppressed. On the other hand, when the required braking force is relatively large, it is expected that the degree of change in the braking force, that is, the degree of change in the adjustment pressure is also large.
- the opening degree of the pressure increasing linear valve may be increased as the increasing gradient of the braking force, that is, the increasing gradient of the adjustment pressure increases.
- a relatively appropriate adjustment pressure that is, a relatively accurate adjustment is achieved.
- the brake force can be adjusted.
- the closing of the pressure increasing linear valve and the adjustment of the opening degree may be performed so that they are switched, or only one of them may be performed.
- the large-leakage countermeasure unit maintains the pressure-reducing valve closed to maintain the pressure-reducing linear valve in a closed state in place of the normal pressure-reducing valve control in addition to the pump pressure regulation control.
- Paragraphs (21) to (23) are configured to execute one of control and a pressure reducing valve opening degree adjusting control for adjusting a degree of opening of the pressure reducing linear valve in accordance with a degree of change in the necessary brake force.
- the hydraulic brake system according to any one of the above.
- This mode is a mode in which a limitation relating to the control of the pressure-reducing linear valve in the case of performing pressure regulation by the pump is added.
- an appropriate braking force can be generated only by adjusting the adjustment pressure by driving the pump and stopping the driving.
- it may be difficult to generate an accurate braking force depending on the degree of change in the braking force.
- the increase gradient of the required braking force is reduced by a relatively slow braking operation. This is particularly difficult when the pump is driven at a constant output.
- the opening degree of the pressure-reducing linear valve may be increased as the increasing gradient of the braking force, that is, the increasing gradient of the adjustment pressure becomes smaller. Furthermore, by adjusting the opening degree of the pressure reducing linear valve, even when the pump is driven at a constant output, the adjustment of the comparatively appropriate adjustment pressure, that is, The brake force can be adjusted relatively accurately.
- the maintenance of the closing of the pressure-reducing linear valve and the adjustment of the opening degree may be performed so that they are switched, or only one of them may be performed.
- the liquid leak handling unit includes a small leak handling unit that copes with leakage of hydraulic fluid of the pressure-increasing linear valve that does not exceed the set level.
- the hydraulic brake system according to any one of items 1).
- liquid leakage of the pressure-increasing linear valve having a relatively low level that is, relatively light liquid leakage (hereinafter sometimes referred to as “small leakage”).
- small leakage liquid leakage of the pressure-increasing linear valve having a relatively low level
- leakage that does not cause the above-described drag phenomenon is included.
- This mode is desirably combined with various modes for dealing with the above-mentioned major leakage. According to such an aspect, both large leaks and small leaks can be dealt with, and the countermeasures against the liquid leaks are performed by different methods for large leaks and small leaks, thereby reducing the degree of liquid leaks. Appropriate measures can be taken accordingly.
- the small leakage countermeasure unit causes the high-pressure source control unit to execute intermittent pump drive control for driving the pump repeatedly with a set time interval instead of the normal high-pressure source control.
- the hydraulic brake system according to item (31) configured as described above.
- the pump is driven intermittently according to the setting regardless of the high pressure source pressure. Accordingly, it is possible to prevent or reduce an increase in the load on the pump, that is, the load on the drive source that drives the pump due to liquid leakage. Therefore, in this aspect, it is desirable to set the set drive time and the set time interval so that the load on the pump does not exceed the load at the normal time even when a small leak occurs. It should be noted that adjustment of the adjustment pressure when a small leak has occurred may be performed exclusively by a pressure-increasing linear valve or a pressure-reducing linear valve, as in the normal case.
- the small-leakage countermeasure unit may cause the high-pressure source control unit to switch the pump when the brake force is not requested but the generation of the brake force by the brake device is not required, instead of the normal high-pressure source control.
- the pump high-pressure source pressure is within the set pressure range when the pump intermittent drive control that repeatedly drives the set drive time with a set time interval is required to generate the brake force by the brake device.
- the pump is intermittently driven when the brake force is not required, and the pump is forcibly driven when the brake force is required. Specifically, for example, the pump is continuously driven while the generation of the braking force is required. According to this aspect, it is possible to generate an appropriate braking force even when a sudden braking operation is performed while a load on the pump is suppressed, or when a considerably large braking force is required.
- the adjustment pressure may be adjusted exclusively by the pressure-increasing linear valve or the pressure-reducing linear valve, as in the normal case.
- the hydraulic brake system includes a liquid leakage detection unit that detects leakage of hydraulic fluid of the pressure-increasing linear valve, and the liquid leakage countermeasure unit is based on the liquid leakage detection unit.
- the hydraulic brake system according to any one of (1) to (33), wherein the hydraulic brake system is configured to cope with a leakage of hydraulic fluid of the pressure-increasing linear valve based on a detection result.
- the system according to this aspect has a function of detecting a liquid leak of the pressure-increasing linear valve, and can deal with the liquid leak based on the detection result by itself. Therefore, according to this aspect, a system with considerably high practicality is constructed.
- the system of this aspect it is possible to determine whether the liquid leakage of the pressure increasing linear valve is the large leakage described above or the small leakage, and take appropriate measures against the liquid leakage of different degrees. Is possible. In addition, it is desirable not only to determine whether there is a large leak or a small leak, but also to be able to determine in detail the degree of large leak and the degree of small leak.
- the liquid leakage detector may be configured to increase the pressure increase when the pressure increasing linear valve is in a closed state and the pressure reducing linear valve is in an open state.
- the liquid leakage detection unit closes the pressure-reducing linear valve in a state where the vehicle is stopped, and the pressure increase based on a change in a brake force index indicating a brake force at that time
- the hydraulic brake system according to any one of items (41) to (43), configured to detect leakage of hydraulic fluid in the linear valve.
- the brake force index is the pressure of the hydraulic fluid in any part of the system, specifically, the pressure of the hydraulic fluid supplied from the pressure regulator in the case of having the pressure regulator or the pressure regulator, the master cylinder
- the pressure of various hydraulic fluids that can be detected such as the pressure of the hydraulic fluid supplied from the master cylinder device and the pressure of the hydraulic fluid supplied to the brake device when the device is provided, can be used as a brake force index. It is.
- the liquid leakage detection unit detects leakage of the hydraulic fluid of the pressure-increasing linear valve based on a change in the high-pressure source pressure when the brake force is not required to be generated by the brake device.
- the hydraulic brake system according to any one of (41) to (43) configured to detect.
- the detection in the previous aspect may actually generate a braking force, it can be performed only when the vehicle is stopped. However, the detection process in this aspect is not required by the system. Sometimes, in a state where a normal operation is performed, it is possible to detect a liquid leak based on a change in the high pressure source pressure in that state, which is a simple process.
- the liquid leakage detection unit may detect a leakage of hydraulic fluid in the pressure-increasing linear valve based on a degree of increase in the high-pressure source pressure during driving of the pump when the brake force is not required.
- the hydraulic brake system according to item (45) configured.
- liquid leakage from the pressure-increasing linear valve is detected based on whether or not such a phenomenon has occurred. It is also possible to determine whether the leak is a large leak or a small leak based on the level of such a phenomenon, for example, the degree of the ascending gradient.
- the “degree of increase in the high pressure source pressure” may be determined by the amount of increase in the high pressure source pressure within the set time, the time when the pressure increases from a certain pressure to a certain pressure, and the like.
- the liquid leakage detection unit detects a leakage of hydraulic fluid in the pressure-increasing linear valve based on a degree of decrease in the high-pressure source pressure when the pump is not driven when the brake force is not requested.
- the high pressure source pressure decreases due to liquid leakage when the pump is stopped.
- liquid leakage from the pressure-increasing linear valve is detected based on whether or not such a phenomenon has occurred. It is also possible to determine whether the leak is a large leak or a small leak based on the level of such a phenomenon, for example, the degree of the descending gradient.
- the “degree of decrease in the high-pressure source pressure” may be determined by the amount of decrease in the adjustment pressure within the set time, the time required for the pressure to decrease from a certain pressure, or the like.
- ECU brake electronic control unit
- ECU brake electronic control unit
- the claimable invention includes various modifications and improvements based on the knowledge of those skilled in the art, including the following modifications and the aspects described in the above [Aspect of the Invention] section. It can implement in the aspect of. Moreover, it is also possible to constitute the modification of the following Example using the technical matter described in the description of each item of [Aspect of the Invention].
- a vehicle hydraulic brake system that is an embodiment of the claimable invention is a hydraulic brake system that is mounted on a hybrid vehicle using brake oil as hydraulic fluid.
- the present hydraulic braking system is roughly (A) provided on four wheels 10, each of which generates a braking force, and (B) a brake operation member.
- the operation of the brake pedal 14 is input, and a master cylinder device 16 that supplies pressurized hydraulic fluid to each brake device 12; and (C) the master cylinder device 16 and the four brake devices 12 are arranged.
- the anti-lock unit 18, (D) the high-pressure source device 22 that supplies the high-pressure hydraulic fluid by pumping the hydraulic fluid from the reservoir 20, which is a low-pressure source, and pressurizes it, and (E) the high-pressure source device 22 Regulator 24 that regulates the hydraulic fluid to be supplied to the master cylinder device 16 and (F) an electromagnetic system for adjusting the pressure of the hydraulic fluid supplied from the regulator 24 Pressure linear valve 26 and electromagnetic pressure-reducing linear valve 28 (hereinafter simply referred to as “pressure-increasing linear valve 26” and “pressure-reducing linear valve 28”, respectively), and (G) their devices, equipment, and valves.
- the brake electronic control unit 30 is configured as a control device that controls the hydraulic brake system by controlling the hydraulic pressure.
- the anti-lock unit 18 may be referred to as an “ABS unit 18”, and in the drawing, a reference numeral [ABS] is attached.
- the pressure-increasing linear valve 26 and the pressure-decreasing linear valve 28 are respectively given the symbols [SLA] and [SLR], which are their symbol marks in the figure.
- the brake electronic control unit 30 may be hereinafter referred to as “brake ECU 30”, and is represented by a symbol [ECU] in the drawing.
- the four wheels 10 are represented as a right front wheel 10FR, a left front wheel 10FL, a right rear wheel 10RR, and a left rear wheel 10RL when it is necessary to represent left and right front and rear.
- the components such as the four brake devices 12 are denoted by the same reference numerals as those of the wheels 10 and expressed as 12FR, 12FL, 12RR, 12RL, and the like.
- a brake device 12 provided corresponding to each wheel 10 includes a disk rotor that rotates together with the wheel 10, a caliper held by a carrier, a wheel cylinder held by the caliper, and a caliper.
- the disc brake device includes a brake pad that sandwiches the disc rotor by being moved by the wheel cylinder.
- the ABS unit 18 is a unit including a pressure increasing on / off valve, a pressure reducing on / off valve, a pump device, and the like that are provided corresponding to each wheel, and the wheel 10 is locked by a slip phenomenon or the like. It is a device for preventing the wheel lock from lasting when it is activated.
- the brake device 12 and the ABS unit 18 are general devices and units, and are not related to the features of the claimable invention.
- the master cylinder device 16 is a master cylinder device integrated with a stroke simulator. Generally speaking, inside the housing 40, there are two pressure pistons, a first pressure piston 42 and a second pressure piston. A piston 44 and an input piston 46 are disposed, and a stroke simulator mechanism 48 is incorporated. In the following description of the master cylinder device 16, for the sake of convenience, the left side in the figure is referred to as the front side and the right side is referred to as the rear side. , Moving to the right is called retreat.
- the housing 40 has a space in which the first pressurizing piston 42, the second pressurizing piston 44, and the input piston 46 are disposed, and the space is closed with a front end closed and an annular section.
- the section 50 is divided into a front chamber 52 and a rear chamber 54.
- the second pressurizing piston 44 has a bottomed cylindrical shape that opens forward, and is disposed on the front side in the front chamber 52.
- the first pressurizing piston 42 has a main body 58 having a bottomed cylindrical shape and a flange 56 formed at the rear end, and a protrusion 60 extending rearward from the main body 58. 58 is disposed behind the second pressurizing piston 44 in the front chamber 52.
- the partition 50 has an annular shape, an opening 62 is formed at the center, and the protrusion 60 extends through the opening 62 to the rear chamber 54.
- the input piston 46 is disposed in the rear chamber 54, more specifically, a part of the input piston 46 enters the rear chamber 54 from the rear, and the brake pedal is connected to the rear end portion via the link rod 64. 14 are connected.
- a first pressurizing chamber R1 that pressurizes the hydraulic fluid supplied to the brake devices 12RR and 12RL by the advancement of the first pressurizing piston 42 is provided on the front side of the second pressurizing piston 44 and is connected to the two front wheels 10FR and 10FL.
- a second pressurizing chamber R2 is formed in which the hydraulic fluid supplied to the corresponding two brake devices 12FR and 12FL is pressurized by the advancement of the second pressurizing piston 44, respectively.
- an inter-piston chamber R ⁇ b> 3 is formed between the first pressurizing piston 42 and the input piston 46. More specifically, the rear end of the projecting portion 60 extending rearward from the opening 62 formed in the partition 50 and the front end of the input piston 46 face each other.
- the inter-piston chamber R3 is formed so that the pressure piston 42 and the input piston 46 face each other. Further, in the front chamber 52 of the housing 40, the rear end surface of the partition 50 and the rear end surface of the main body 58 of the first pressurizing piston 42, that is, the rear end surface of the flange 56, on the outer periphery of the protrusion 60.
- the annular input chamber R4 into which the hydraulic fluid supplied from the regulator 24 is introduced so as to be partitioned is opposed to the input chamber R4 with the flange 56 in front of the flange 56 on the outer periphery of the main body portion 58.
- Each of the annular opposing chambers R5 is formed.
- the first pressurizing chamber R1 and the second pressurizing chamber R2 are respectively connected via the atmospheric pressure ports P1 and P2 when the first pressurizing piston 42 and the second pressurizing piston 44 are located at the rear end in the movement range. It is possible to communicate with the reservoir 20, and also communicate with the brake device 12 via the output ports P 3 and P 4 and the ABS unit 18, respectively. Incidentally, the first pressurizing chamber R1 is communicated with the brake devices 12RR and 12RL via a regulator 24 described later. The input chamber R4 is communicated with a pressure regulating port of the regulator 24 described later through an input port P5.
- the inter-piston chamber R3 communicates with the connection port P6, and the counter chamber R5 communicates with the communication port P7.
- the communication port P6 and the communication port P7 are connected by an inter-chamber communication path 70 that is an external communication path. ing.
- a normally closed electromagnetic on-off valve 72 that is, an on-off valve 72 that is closed when not excited and opened when excited.
- the valve 72 is opened, the inter-piston chamber R3 and the counter chamber R5 are communicated with each other.
- the electromagnetic on-off valve 72 has a function of switching between communication and non-communication between the inter-piston chamber R3 and the counter chamber R5, and is hereinafter referred to as an “inter-chamber communication switching valve 72”.
- the master cylinder device 16 is further provided with two atmospheric pressure ports P8 and P9, which communicate with each other through an internal passage.
- One atmospheric pressure port P8 is connected to the reservoir 20, and the other atmospheric pressure port P9 is connected between the chamber communication switching valve 72 and the opposing chamber R5 via an atmospheric pressure release path 74 which is an external communication path.
- the atmospheric pressure release path 74 is provided with a normally open type electromagnetic on-off valve 76, that is, an on-off valve 76 that is opened when not excited and closed when excited. Since this on-off valve 76 has a function of opening the facing chamber R5 to atmospheric pressure, it is hereinafter referred to as “atmospheric pressure opening valve 76”.
- the housing 40 has a space different from the space where the first pressure piston 42, the second pressure piston 44, and the input piston 46 are disposed, and the stroke simulator mechanism 48 includes the space, A reaction force piston 80 disposed in the space and two reaction force springs 82 and 84 (both are compression coil springs) for urging the reaction force piston 80 are configured.
- a buffer chamber R7 is formed on the rear side of the reaction force piston 80 (represented as a substantially crushed space in the figure).
- An operation reaction force is applied to the brake pedal 14 by the elastic reaction force of the reaction force springs 82 and 84 corresponding to the amount of hydraulic fluid, that is, the advance amount of the input piston 46 acting on the reaction force chamber R6. That is, the stroke simulator mechanism 48 functions as a reaction force applying mechanism that applies a reaction force having a magnitude corresponding to the amount of advance of the input piston 46 to the advance of the input piston 46.
- the two reaction force springs 82 and 84 are arranged in series, and the reaction force spring 84 has a considerably smaller spring constant than the reaction force spring 82, so that the operation of the brake pedal 14 can be performed.
- reaction force pressure sensor 86 for detecting the pressure (reaction force pressure) of the hydraulic fluid in the reaction force chamber R6 is provided in the inter-chamber communication passage 70 (in the figure, the reaction force pressure is reduced).
- P RCT The symbol “P RCT ” is attached).
- the inter-chamber communication switching valve 72 is open, the atmospheric pressure release valve 76 is closed, and the reaction force chamber R6 is formed by the inter-piston chamber R3 and the counter chamber R5.
- the pressure receiving area of the first pressurizing piston 42 against which the pressure of the hydraulic fluid in the inter-piston chamber R3 acts to move the first pressurizing piston 42 forward that is, the inter-piston chamber pressure receiving area, that is, The area of the rear end of the protrusion 58 of the first pressurizing piston 42 and the pressure receiving area of the first pressurizing piston 42 where the pressure of the hydraulic fluid in the facing chamber R5 acts to move the first pressurizing piston 42 backward.
- the (opposite chamber receiving pressure area), that is, the area of the front end face of the flange 56 of the first pressurizing piston is made equal. Therefore, even if the brake pedal 14 is operated to advance the input piston 46, the first pressurizing piston 42 and the second pressurizing piston 44 do not advance depending on the operating force, that is, the pressure in the reaction force chamber R6.
- the hydraulic fluid pressurized by the master cylinder device 16 is not supplied to the brake device 12.
- the first pressure piston 42 and the second pressure piston 44 move forward depending on the pressure of the hydraulic fluid, The hydraulic fluid pressurized to the pressure corresponding to the pressure of the hydraulic fluid in the input chamber R4 is supplied to the brake device 12.
- the magnitude depends on the pressure of the hydraulic fluid supplied from the high pressure source device 22 to the master cylinder device 16 without depending on the operating force applied to the brake pedal 14 in the normal state.
- a high pressure source pressure dependent braking force generation state in which the braking device 12 generates the braking force is realized.
- the vehicle equipped with this system is a hybrid vehicle as described above, and the regenerative braking force can be used in the vehicle. Therefore, the brake device 12 may generate a braking force that is obtained by subtracting the regenerative braking force from the braking force determined based on the brake operation. In this system, since the high pressure source pressure dependent braking force generation state is realized, the brake device 12 can generate a braking force that does not depend on the brake operation force. From such an action, this system is a hydraulic brake system suitable for a hybrid vehicle.
- the inter-chamber communication switching valve 72 is closed, the atmospheric pressure release valve 76 is open, the inter-piston chamber R3 is sealed, and the facing chamber R5 is closed. Is opened to atmospheric pressure.
- the operating force applied to the brake pedal 14 is transmitted to the first pressurizing piston 42 via the hydraulic fluid in the inter-piston chamber R3, and the first pressurizing piston 42 and the second pressurizing piston 44 move forward. To do. That is, an operation force-dependent braking force generation state in which the brake device 12 generates a braking force having a magnitude depending on the operation force applied to the brake pedal 14 is realized.
- the inter-chamber communication switching valve 72 is closed, the atmospheric pressure release valve 76 is opened, and the working fluid from the high pressure source device 22 is introduced into the input chamber R4, the first pressurizing piston 42 is provided.
- the second pressurizing piston 44 is advanced by both the pressure of the hydraulic fluid supplied from the high pressure source device 22 to the master cylinder device 16 and the operating force, and a braking force having a magnitude depending on both of them, that is,
- the brake device 12 generates a brake force in which a brake force having a magnitude depending on the pressure of the hydraulic fluid supplied from the high pressure source device 22 to the master cylinder device 16 and a brake force having a magnitude depending on the operation force are added.
- An operating force / high pressure source pressure dependent braking force generation state is realized.
- the high-pressure source device 22 is a pump 90 that pumps and pressurizes hydraulic fluid from the reservoir 20, a motor 92 that drives the pump 90, and an accumulator 94 that stores the hydraulic fluid pressurized by the pump 90 (see FIG. In FIG. 2, the symbol [ACC] is attached).
- the high pressure source device 22 is provided with a high pressure source pressure sensor 96 for detecting the pressure of the working fluid in the accumulator 94, that is, the pressure of the working fluid to be supplied (high pressure source pressure) (in the figure, The symbol “P ACC ”, which is a symbol for the high-pressure source pressure, is attached).
- the regulator 24 includes a housing 100 having a double structure and a space formed therein, and a first arrangement in the space in the axial direction (left-right direction) of the housing 100 in order from the left in the drawing.
- 1 piston 102, 2nd piston 104, the valve seat ring 106, and the valve rod 108 are comprised.
- Each of the first piston 102 and the second piston 104 functions as a movable body and is movable in the axial direction of the housing 100.
- the second piston 104 is constituted by a piston main body 110 having a recess and a plunger 112 fitted in the recess.
- the valve seat ring 106 has a cylindrical shape with a flange and open at both ends, and is floatingly supported by the second piston 104 and the housing 100 by two springs 114 and 116.
- the left end of the valve rod 108 functions as a valve element, and the left end of the valve rod 108 is seated on the right end portion of the valve seat ring 106 that functions as a valve seat.
- a valve mechanism 120 described later is configured including the valve seat ring 106, the valve rod 106, and the spring 118, and the valve mechanism 120 is a second piston that is a movable body in the axial direction of the housing 100.
- 104 is arranged side by side. The tip (right end) of the plunger 112 of the second piston 104 can be brought into contact with the left end of the valve rod 108 in the valve seat ring 106.
- a plurality of liquid chambers are defined in the space of the housing 100.
- the first pilot chamber R8 is located on the left side of the first piston 102
- the second pilot chamber R9 is located between the first piston 102 and the second piston 104
- the plunger 112 of the second piston 104 is located between the piston body 110 and the flange portion of the valve seat ring 106 on the outer periphery of the valve body.
- a pressure regulating chamber R10 in which the hydraulic fluid that is regulated and supplied from the regulator 24 to the master cylinder device 16 is accommodated is High-pressure chambers R ⁇ b> 11 that receive the hydraulic fluid supplied from the high-pressure source device 22 are formed on the outer periphery of the rod 108.
- the pressure regulating chamber R10 is formed on the valve mechanism 120 side of the second piston 104, and the high pressure chamber R11 and the pressure regulating chamber R10 are formed so as to sandwich the valve mechanism 120 therebetween. is there.
- the housing 100 is provided with various ports, and the plurality of liquid chambers communicate with each device of the system via the ports. Specifically, the working fluid from the high pressure source device 22 is supplied to the high pressure chamber R11 via the high pressure port P10.
- the pressure regulation chamber R10 is communicated with the input port P5 of the master cylinder device 16 via the pressure regulation port P11.
- an atmospheric pressure passage 130 comprising a liquid passage penetrating the plunger 112 in the axial direction and a liquid passage communicating with the liquid passage and penetrating the piston main body 110 in the radial direction.
- the two atmospheric pressure ports P12 and P13 communicate with each other through the atmospheric pressure passage 130.
- One atmospheric pressure port P ⁇ b> 12 is connected to the atmospheric pressure release path 74, and the atmospheric pressure path 130 communicates with the reservoir 20 via the master cylinder device 16. That is, the atmospheric pressure passage 130 functions as a low pressure source communication passage communicating with the low pressure source.
- the other atmospheric pressure port P13 is connected to a high pressure port P14 different from the high pressure port P8 via the relief valve 132, and when the pressure of the high pressure chamber R11 becomes too high, The pressure in the chamber R11 is released to the reservoir 20.
- the first pilot chamber R8 is connected to the output port P3 of the master cylinder device 16 and the brake devices 12RR and 12RL on the rear wheel side via the first pilot ports P15 and P16, respectively. That is, the first pilot chamber R8 is a part of the passage of the hydraulic fluid supplied from the master cylinder device 16 to the brake devices 12RR and 12RL.
- the second pilot chamber R9 is connected to two second pilot ports P17 and P18. One second pilot port P17 is connected to the high pressure port P14 via the pressure-increasing linear valve 26 and the other second pilot port.
- the port P18 is connected to the atmospheric pressure release path 74 through the pressure-reducing linear valve 28.
- the second pilot chamber R9 is connected to the high-pressure source device 22 via the pressure-increasing linear valve 26 and to the reservoir 20 via the pressure-decreasing linear valve 28. As described in detail later, the second pilot chamber R9 is connected to the second pilot chamber R9.
- the pressure of the hydraulic fluid in the chamber R9 is adjusted to a pressure adjusted by the pressure-increasing linear valve 26 and the pressure-reducing linear valve 28 (hereinafter sometimes referred to as “adjusted pressure”).
- the pressure of the hydraulic fluid in the pressure regulating chamber R10 that is, the pressure of the hydraulic fluid supplied from the regulator 24 (so-called pressure regulator supply pressure, hereinafter referred to as “servo pressure”).
- the second pilot pressure which is the pressure in the second pilot chamber R9, acts, and the second piston 104 moves in the axial direction in the housing 100 by the differential pressure acting force. Moved to. Actually, it is necessary to consider the elastic reaction force of the springs 114 and 116, but simply speaking, the second piston 104 has an action force that depends on the second pilot pressure changed to an action force that depends on the servo pressure.
- the second piston 104 engages with the valve mechanism 120 at the distal end of the plunger 112, and the distal end of the valve rod 108 is separated from the valve seat ring 106. Due to 120, the pressure regulation chamber R10 and the high pressure chamber R11 communicate with each other.
- the opening of the atmospheric pressure passage 130 provided at the distal end of the plunger 112 is blocked by the distal end of the valve rod 108, and the communication between the pressure regulating chamber R10 and the atmospheric pressure passage 130 is blocked.
- the engagement of the second piston 104 with the valve mechanism 120 at the tip of the plunger 112 is released, so that the communication between the pressure regulating chamber R10 and the high pressure chamber R11 is blocked.
- the opening of the atmospheric pressure passage 130 is not blocked by the tip of the valve rod 108, and the pressure regulation chamber R10 and the atmospheric pressure passage 130 communicate with each other.
- the pressure of the hydraulic fluid in the pressure regulating chamber R10 is set to a pressure corresponding to the second pilot pressure, that is, the adjusted pressure adjusted by the pressure increasing linear valve 26 and the pressure reducing linear valve 28.
- the pressure is adjusted accordingly.
- a servo pressure sensor 134 for detecting the servo pressure is provided (in the figure, a symbol [ PSRV ], which is a symbol of the servo pressure) is attached).
- the servo pressure introduced from the regulator 24, which is a pressure regulator, into the master cylinder device 16 is adjusted to a pressure corresponding to the adjustment pressure as described above.
- the pressure of the hydraulic fluid supplied from the master cylinder device 16 to the brake device 12 (hereinafter sometimes referred to as “master pressure”) is a pressure corresponding to the servo pressure. Therefore, in a normal state, the master pressure becomes a pressure corresponding to the adjustment pressure, and in this system, a braking force having a magnitude depending on the adjustment pressure is generated by the brake device 12.
- the first pilot pressure which is the pressure in the first pilot chamber R8, becomes the master pressure, but the ratio of the servo pressure and the master pressure that depends on the structure of the master cylinder device 16 and the regulator 24
- the ratio between the adjustment pressure and the servo pressure depending on the structure is the differential pressure acting force acting on the first piston 102 depending on the differential pressure between the second pilot pressure as the adjustment pressure and the first pilot pressure as the master pressure.
- the first piston 102 is set so as not to move to the right in the housing 100.
- the differential pressure between the master pressure introduced into the first pilot chamber R8 and the servo pressure The first piston 102 and the second piston 104 move in the axial direction in the housing 100 in a state where they are in contact with each other, that is, as a unit, due to the differential pressure acting force acting by the above. Then, similarly to the normal state, the communication between the high pressure chamber R11 and the pressure regulating chamber R10 by the valve mechanism 120 and the communication interruption thereof, and the communication between the atmospheric pressure passage 130 and the pressure regulating chamber R10 and the communication interruption thereof are performed.
- Servo pressure hydraulic fluid that is switched to a pressure corresponding to the master pressure is supplied from the regulator 24 to the master cylinder device 16.
- the high pressure source device 22 is functioning normally or is functioning normally. If a certain amount of pressure remains in the accumulator 94 even if not, the high pressure source pressure dependent braking force generation state is realized, that is, the pressure depends on the pressure of the hydraulic fluid supplied from the high pressure source device 22 to the master cylinder device 16. It is possible to realize a state in which the brake device 12 generates the brake force.
- the master pressure is introduced into the first pilot chamber R8 of the regulator 24, but instead of the configuration, for example, the hydraulic fluid in the reaction force chamber R6 or the inter-piston chamber R3 is used. It is also possible to configure so that the pressure of 1 is introduced. Even with such a configuration, when the hydraulic fluid having the adjusted pressure cannot be supplied to the second pilot chamber R9, the above high pressure source pressure dependent braking force generation state is realized. It is possible to realize a state in which the brake device 12 generates a brake force having a magnitude according to the applied operation force of the driver depending on the pressure of the hydraulic fluid supplied from the high pressure source device 22. .
- the pressure-increasing linear valve 26 and the pressure-reducing linear valve 28 are general electromagnetic linear valves, and the illustration of the structure is omitted.
- the pressure increasing linear valve 26 is a normally closed electromagnetic linear valve disposed between the high pressure source device 22 and the second pilot chamber R9 of the regulator 24.
- the pressure increasing linear valve 26 has a plunger whose tip functions as a valve element and a valve seat on which the plunger is seated.
- An adjustment pressure chamber that communicates with the second pilot chamber R9 of the regulator 24 and holds the hydraulic fluid of the adjustment pressure P AJT corresponding to the second pilot pressure P PLT that is the pressure across the valve seat is provided.
- a high pressure chamber communicating with the high pressure source device 22 and receiving the hydraulic fluid of the high pressure source pressure P ACC is disposed on the side opposite to the plunger.
- a differential pressure acting force F ⁇ P ⁇ A due to a differential pressure between the high pressure source pressure P ACC and the adjustment pressure P PLT acts in the direction of separating the plunger from the valve seat, plunger by the biasing force F K ⁇ a spring over the differential pressure acting force F [delta] P ⁇ a, are biased in a direction to seat the plunger the valve seat.
- the plunger has an electromagnetic acting force F E ⁇ A having a magnitude corresponding to the exciting current i A energized to the coil by excitation of the coil in the same direction as the differential pressure acting force F ⁇ P ⁇ A , that is, Acts in the opposite direction to the spring biasing force F K ⁇ A.
- an excitation current i A is determined so as to obtain an arbitrary adjustment pressure P AJT in consideration of the balance of these forces, and the coil is energized. The determination of the excitation current i A will be described in detail later.
- the adjustment pressure P AJT increases as the excitation current i A increases. In other words, the opening degree (for example, ease of transition from the closed state to the open state) is increased, and the valve opening pressure is increased.
- the pressure-reducing linear valve 28 is a normally-open electromagnetic linear valve disposed between the second pilot chamber R9 of the regulator 24 and the reservoir 22 that is a low-pressure source.
- This pressure-reducing linear valve 28 has a plunger whose tip functions as a valve element and a valve seat on which the plunger is seated.
- An atmospheric pressure chamber that communicates with the reservoir 20 and has an atmospheric pressure P RSV across the valve seat.
- an adjustment pressure chamber communicating with the second pilot chamber R9 of the regulator 24 and containing hydraulic fluid of the adjustment pressure P AJT corresponding to the second pilot pressure P PLT is located on the opposite side of the plunger. , Each is arranged.
- an electromagnetic acting force F E ⁇ R having a magnitude corresponding to the exciting current i R energized to the coil is applied to the plunger by the excitation of the coil, and the differential pressure acting force F ⁇ P ⁇ R and the spring are attached. Acts in the opposite direction to the force F K ⁇ R.
- an excitation current i R that determines an arbitrary adjustment pressure P PLT is determined and the coil is energized in consideration of the balance of these forces.
- the determination of the excitation current i R will be described in detail later, as in the case of the pressure increasing linear valve 26.
- the adjustment pressure P AJT increases as the excitation current i R increases.
- the opening degree for example, ease of transition from the valve closing state to the valve opening state
- the valve opening pressure becomes high.
- the present system includes the pressure-increasing linear valve 26 and the pressure-reducing linear valve 28 to adjust the hydraulic fluid to the adjustment pressure P PLT.
- the pressure regulating valve device is configured.
- the pressure regulating valve device regulates the second pilot pressure P PLT of the regulator 24 as the regulating pressure P AJT .
- the control of this system is performed by the brake ECU 30.
- the brake ECU 30 roughly controls the high pressure source device 22 (specifically, the motor 92 included in the high pressure source device 22), and controls the pressure increasing linear valve 26 and the pressure reducing linear valve 28.
- the brake ECU 30 includes a computer that is a central element, and drive circuits (drivers) for driving the motor 92, the pressure-increasing linear valve 26, the pressure-decreasing linear valve 28, and the like of the high-pressure source device 22, respectively. Yes.
- the brake ECU 30 includes a pressure P RCT (hereinafter also referred to as “reaction force pressure P RCT ”) in the reaction chamber R 6 or the counter chamber R 5, and the pressure of the hydraulic fluid supplied from the high pressure source device 22 to the regulator 24.
- P RCT reaction force pressure
- P ACC high pressure source pressure
- P SRV servo pressure sensor
- a brake operation amount sensor 140 and a brake operation force sensor 142 are provided to acquire the brake operation amount ⁇ PDL and the brake operation force F PDL as operation information of the brake pedal 14 that is a brake operation member.
- the symbols [ ⁇ PDL ] and [F PDL ], which are symbols for the brake operation amount and the brake operation force, respectively) are attached), and these sensors 140 and 142 are also connected to the brake ECU 30. It is connected. Control in this system is performed based on the detection values of these sensors.
- the brake ECU 30 deals with liquid leakage of the pressure-increasing linear valve 26 in addition to normal control (hereinafter, sometimes referred to as “normal brake control”). (Hereinafter, sometimes referred to as “brake control at the time of liquid leakage”) can be executed.
- the brake ECU 30 is also capable of executing processing for detecting leakage of the pressure increasing linear valve 26 (hereinafter, also referred to as “liquid leakage detection processing”).
- [A] Main Flow of Brake Control Brake control is control performed by the brake device 12 to generate an appropriate braking force (braking force), and the brake ECU 30 executes a brake control program whose flowchart is shown in FIG. This is performed by repeatedly executing with a short time pitch (for example, several milliseconds to several tens of milliseconds).
- the required braking force G * is determined in step 1 (hereinafter, sometimes referred to as “S1”, and the other steps are the same).
- the required brake force G * is a brake force required for the hydraulic brake system, that is, a brake force to be generated by the four brake devices 12, and can be called a target brake force.
- it is required for the entire vehicle according to the already known method based on the brake operation amount ⁇ PDL and the brake operation force F PDL detected by the brake operation amount sensor 140 and the brake operation force sensor 142.
- the regenerative braking force G REG which is generated at the present time is obtained. Then, by subtracting the regenerative braking force G REG of a pair vehicle required braking force G TOTAL, the required braking force G * is determined.
- the target servo pressure P * SRV is determined is the target of the servo pressure P SRV.
- the pressure receiving area of the piston of the wheel cylinder that each brake device 12 has, the pressure receiving area of the first pressurizing piston 42 with respect to the input chamber R4 of the master cylinder device 16, the first pressurizing chamber R1 and the second pressurizing chamber The target servo pressure P * SRV is calculated from the required brake force G * based on the ratio of the pressure receiving areas of the first pressure piston 42 and the second pressure piston 44 to R2.
- the first liquid leakage flag F LEAK1 is “1”.
- the liquid leakage first flag F LEAK1 is set to “1” when the initial value is set to “0” and liquid leakage has occurred in the pressure increasing linear valve 26.
- the normal time brake control of S4 is executed.
- the first liquid leak flag F LEAK1 is “1”, that is, if a liquid leak has occurred, whether or not the second liquid leak flag F LEAK2 is “1” in S5. To be judged.
- This liquid leak second flag F LEAK2 is set to “1” when the initial value is “0” and the liquid leak of the pressure increasing linear valve 26 exceeds the set level, that is, in the case of “large leak” described later. Set to “”. If it is determined that the second leak flag F LEAK2 is “0”, that is, if it is a “small leak” to be described later that is not a leak exceeding the set level, the brake control at the time of small leak in S6 is executed. . On the other hand, if there is a large leak, the process proceeds to S7.
- this system has three different controls, the first large leak brake control, the second large leak brake control, and the third large leak brake control, which will be described in detail later.
- One of these three controls is selectively executed. Which control is executed is determined by the value of the control selection first setting parameter SET1. The values are determined to be “1”, “2”, and “3” corresponding to the first large leak brake control, the second large leak brake control, and the third large leak brake control, respectively. If it is determined in S7 that the control selection first setting parameter SET1 is “1”, the first large-brake brake control is executed in S8, and in S9, the control selection first setting parameter SET1 is “2”. If it is determined to be “3”, the second large-brake brake control is executed in S10. If it is determined to be “3”, the third large-brake brake control is executed in S11. Is done.
- the normal-time brake control in S4 is a control when no liquid leakage occurs in the pressure-increasing linear valve 26, and the normal-time brake control routine shown in the flowchart of FIG. 3 is executed. Is done by.
- normal high-pressure source control is executed, and in subsequent S22, whether or not the required braking force G * determined in S1 is greater than 0, that is, braking by the brake device 12 is performed. It is determined whether the braking force is requested to generate force or whether the braking force is not requested and generation of the braking force is not requested. If it is determined that the braking force is requested, the normal pressure increasing valve control is executed in S23, and the normal pressure reducing valve control is executed in S24.
- the normal-time high-pressure source control in S21 is performed by executing a normal-time high-pressure source control subroutine shown in the flowchart of FIG. This control is control of the high pressure source device 22, that is, control for adjusting the high pressure source pressure PACC .
- the normal time high pressure source control subroutine first, in S31, the high pressure source pressure P ACC is acquired based on the detection of the high pressure source pressure sensor 96. Subsequently, in S32, it is determined whether or not the high pressure source pressure P ACC exceeds the set upper limit pressure P ACC ⁇ U.
- a command to stop driving the pump 90 is issued. Specifically, a signal to stop the operation of the motor 92 is sent to the drive circuit.
- the high pressure source pressure P ACC does not exceed the set upper limit pressure P ACC ⁇ U , is the high pressure source pressure P ACC less than the set lower limit pressure P ACC ⁇ L in S34? It is determined whether or not. If it is determined that the high pressure source pressure P ACC is lower than the set lower limit pressure P ACC ⁇ L , a command to drive the pump 90 is issued in S35.
- a signal for operating the motor 92 is sent to the motor driver.
- the high pressure source pressure P ACC is not lower than the set lower limit pressure P ACC ⁇ L , that is, the high pressure source pressure P ACC is equal to or higher than the set lower limit pressure P ACC ⁇ L and the set upper limit pressure P ACC. If it is less than or equal to U , in S36, an instruction to maintain the current state of the pump 90, that is, an instruction to continue the drive when the pump 90 is driven, If it is stopped, a command to maintain the stop is issued. Specifically, when the motor 92 is in operation, a signal indicating that the motor 92 is to be operated is transmitted to the drive circuit, and when the operation of the motor 90 is being stopped, a signal indicating that the motor 92 is to be stopped is transmitted.
- the high pressure source pressure P ACC is maintained within the set pressure range defined by the set upper limit pressure P ACC ⁇ U and the set lower limit pressure P ACC ⁇ L. become.
- the operation of the motor 90 is performed by supplying a constant current. That is, the pump 90 is driven with a constant power.
- the control of the high pressure source device 22 performed by executing the normal high pressure source control subroutine is performed by executing the normal pressure increasing valve control subroutine and the normal pressure reducing valve control subroutine which will be described later.
- the control is independent of the control of the pressure linear valve 26 and the pressure reducing linear valve 28.
- Normal pressure increasing valve control and normal pressure reducing valve control The normal pressure increasing valve control in S23, which is the control of the pressure increasing linear valve 26 and the pressure reducing linear valve 28, and the normal pressure reducing valve control in S24 are shown in FIG. This is performed by executing a normal pressure increasing valve control subroutine and a normal pressure reducing valve control subroutine shown in the flowchart of FIG. These two controls are controls for adjusting the adjustment pressure P AJT , that is, the second pilot pressure of the regulator 24 to P PLT so that the target servo pressure P * SRV is obtained.
- a basic excitation current I A0 that is the basis of the excitation current I A supplied to the pressure-increasing linear valve 26 is determined. Due to the structure of the pressure increasing linear valve 26 described above, the balance of the differential pressure acting force F ⁇ P ⁇ A , the spring biasing force F K ⁇ A , and the electromagnetic acting force F E ⁇ A is expressed by the following equation.
- High pressure source pressure P ACC can be obtained on the basis of the detected value of the high pressure source sensor 96, whereas, adjusted pressure P AJT is equal to the second pilot pressure P PLT, second pilot pressure P PLT is servo pressure
- the servo pressure P SRV acquired based on the detection value of the sensor 134 can be estimated according to the pressure increase ratio determined by the structure of the regulator 24.
- the high-pressure source pressure P ACC and the adjustment pressure P AJT are acquired, and the excitation current I A ⁇ FF at the time of balancing is determined as a feed-forward component based on the high-pressure source pressure P ACC and the adjustment pressure P AJT Calculate as Further, in order to bring the actual servo pressure P SRV closer to the target servo pressure P * SRV , an excitation current I A ⁇ FB serving as a feedback component is calculated as a component based on these deviations according to the following equation.
- the servo pressure P SRV is increased by comparing the target servo pressure P * SRV determined at the time of execution of the brake control program executed before the previous time with the target servo pressure P * SRV determined this time. It is determined whether the pressure is in the middle, the pressure is being reduced, or the pressure is being maintained (meaning that the current servo pressure PSRV is to be maintained). If it is determined that the pressure is being increased or maintained, the excitation current I A to be supplied is determined to be I A0 in S44.
- the excitation current I A is determined to be 0 in S45 in view of the power consumption of the pressure-increasing linear valve 26.
- a command for the determined excitation current I A is issued. Specifically, a signal related to the excitation current I A is sent to the drive circuit.
- a basic exciting current I R0 that is the basis of the exciting current I R supplied to the pressure reducing linear valve 28 is determined.
- the structure of the pressure reducing linear valve 28 previously described, pressure differential force F [delta] P ⁇ R, biasing force F K ⁇ R of the spring, the balance of the electromagnetic force acting F E ⁇ R is represented by the following formula.
- F E ⁇ R F K ⁇ R + F ⁇ P ⁇ R
- F E ⁇ R ⁇ R ⁇ I R ⁇ FF
- F ⁇ P ⁇ R ⁇ R ⁇ (P AJT ⁇ P RSV ) ⁇ R
- Atmospheric pressure P RSV can be considered roughly 1 atm, whereas the adjustment pressure P AJT is equal to the second pilot pressure P PLT, second pilot pressure P PLT, based on the detected value of the servo pressure sensor 134 From the acquired servo pressure P SRV , it can be estimated according to the pressure increase ratio determined by the structure of the regulator 24. In this way, the atmospheric pressure P RSV and the adjustment pressure P AJT are acquired, and the excitation current I R ⁇ FF at the time of balance is calculated as a feed-forward component according to the above formula based on the atmospheric pressure P RSV and the adjustment pressure P AJT. To do.
- an excitation current I R ⁇ FB as a feedback component is calculated according to the following equation as a component based on the deviation.
- I R ⁇ FB ⁇ R ⁇ (P * SRV -P SRV ) ⁇ R : Control gain and the basic excitation current I by subtracting the feedback component I R ⁇ FB from the feed forward component I R ⁇ FF according to the following equation R0 is determined.
- I R0 I R ⁇ FF -I R ⁇ FB
- the servo pressure P SRV is being reduced by comparing the target servo pressure P * SRV determined at the time of execution of the brake control program executed before the previous time with the target servo pressure P * SRV determined this time. , Whether the pressure is being increased or maintained (meaning that the current servo pressure PSRV is to be maintained). If it is determined that the pressure is being reduced or maintained, the excitation current I R to be supplied is determined as the basic excitation current I R0 in S54.
- the exciting current I R adds the margin current I MAG to the basic exciting current I R0 so that the pressure reducing linear valve 28 is sufficiently closed. It is determined as the combined current.
- a command for the determined excitation current I R is issued. Specifically, a signal related to the excitation current I R is sent to the drive circuit.
- the pressure-increasing linear valve 26 is a normally closed electromagnetic type. The linear valve is closed when no excitation current is supplied.
- the leakage of the pressure increasing linear valve 26 is a phenomenon in which the working fluid leaks from the high pressure source device 22 toward the second pilot chamber R9 of the regulator 24 even in this closed state.
- the liquid leakage occurs when, for example, there is a situation in which the valve is not actually closed even if the valve is closed due to a structural failure.
- the pressure-reducing linear valve 28 is a normally open electromagnetic linear valve, and is open when no exciting current is supplied. Therefore, the hydraulic fluid that has flowed into the second pilot chamber R ⁇ b> 9 due to the liquid leakage flows out to the reservoir 20 through the pressure-reducing linear valve 28.
- the pump 90 of the high pressure source device 22 is driven so that the high pressure source pressure P ACC falls within the set pressure range.
- the hydraulic fluid flows out from the accumulator 94, so that the high-pressure source pressure P ACC decreases, the drive frequency of the pump 90 increases, and the operating time of the motor 92 increases. become longer. This increases the burden on the motor 92 and increases the power consumption of the motor 92.
- the second pilot pressure P PLT that is the pressure of the hydraulic fluid in the second pilot chamber R9 rises, and the hydraulic fluid of the servo pressure P SRV corresponding to the second pilot pressure P PLT is supplied to the master cylinder device 16.
- the master pressure increases to P MST and the brake device 12 generates a braking force. That is, a phenomenon in which a braking force is generated even when the brake pedal 14 is not operated, that is, a so-called drag phenomenon occurs.
- the liquid leakage of the pressure increasing linear valve 26 is detected, and whether or not the liquid leakage exceeds a set level, that is, when the pressure reducing linear valve 28 is in an open state.
- it is also configured to detect whether or not the generation of the braking force exceeds an estimated level in FIG. 5, and based on the detection result, the brake control is performed so as to cope with the liquid leakage of the pressure-increasing linear valve 26.
- the liquid leakage exceeding the above set level is the aforementioned “large leak”, and the liquid leak below the set level is the above “small leak”.
- liquid leak detection processes There are two liquid leak detection processes that can be performed in this system, the first liquid leak detection process and the second liquid leak detection process. These two processes are set in advance in the vehicle or arbitrarily set by the driver. This is selectively performed according to the selection operation. Incidentally, all of these processes are performed on the premise that the brake pedal 14 is not operated when the brake is not required and the brake device 12 is not required to generate the braking force. These processes are repeatedly performed until a liquid leak is detected, and once the liquid leak is detected, the processes are not performed. Hereinafter, each of these two processes will be described.
- the first liquid leak detection process is a process for detecting a liquid leak from the pressure-increasing linear valve 26 based on a change in the high pressure source pressure P ACC . This is performed by executing the first liquid leakage detection program shown in FIG. This program is repeatedly executed at a longer time pitch (for example, several hundred msec) than the brake control program described above.
- the processing according to the first liquid leakage detection processing program first, in S61, it is determined whether or not the brake operation is performed based on the brake operation amount ⁇ PDL . If the brake operation is not performed, it is determined in S62 whether or not the pump 90 of the high pressure source device 22 is being driven. In the process according to the program is a "1" if the pump 90 is driven, the pump has been "0" and the pump drive flag F P is employed which is when not driven, S63 and subsequent steps in the process associated with the pump drive flag F P is performed. Specifically, when it is determined that the pump 90 is not being driven, that is, when it is determined that the pump 90 is not being driven, the pump at the time when the program is executed immediately before in S63.
- the pump 90 ie, whether or not the pump 90 is being driven. If the pump 90 has not been driven in the previous time as well, the non-driving state of the pump 90 is continued, and the pump non-driving detection process in S64 is executed. On the other hand, if it is determined in S62 that the pump 90 is being driven, the previous state of the pump 90 is confirmed in S65. If the pump 90 is still being driven in the previous time, it is determined that the driving state of the pump 90 is maintained, and the pump driving detection process in S66 is executed.
- the detection flag F DTC is reset.
- the detection flag F DTC is a flag indicating whether or not the pump non-drive detection process or the pump drive detection process is continuously executed, and when any of the processes is continuously executed Is a flag that is set to “1” and is set to “0” when no processing is being executed at this time.
- the non-pump driving detection process in S64 is based on the degree of decrease in the high pressure source pressure P ACC during the driving of the pump 90 when the brake force is not required, and the leakage of the hydraulic fluid of the pressure increasing linear valve
- This process is executed by executing a non-pump driving detection process routine shown in the flowchart of FIG.
- this routine first, in S71, it is determined whether or not this routine is executed for the first time based on the value of the detected lag FDTC . If it is determined that this is the first execution, the initial processing from S72 onward is executed. In this initial process, the detection flag F DTC is set to “1” in S72, and the time counter C for measuring the time required for detection is reset in S73.
- the high pressure source pressure P ACC is acquired based on the detection value of the high pressure source pressure sensor 96, and in S75, the high pressure source pressure P ACC is the start pressure P ACC that is the high pressure source pressure at the start of detection. ⁇ Certified as I1 .
- the time counter C is incremented in S76 by the count-up value ⁇ C corresponding to the time pitch at which the first liquid leakage detection processing program is executed.
- S77 it is determined whether or not the necessary detection time has elapsed depending on whether or not the value of the time counter C is equal to or greater than the value C TH1 corresponding to the predetermined necessary detection time.
- the end processing after S78 is executed.
- the high pressure source pressure P ACC is acquired based on the detected value of the high pressure source pressure sensor 96
- the high pressure source pressure P ACC is the high pressure source pressure at the end of detection. Approved as a certain end pressure P ACC ⁇ T1 .
- the lower pressure drop ⁇ P ACC ⁇ 1 which is the descending width of the high pressure source pressure P ACC , is recognized by subtracting the end pressure P ACC ⁇ T1 from the start pressure P ACC ⁇ I1 .
- the second liquid leakage flag F LEAK2 is set to “1” indicating that there is a large leakage. Then, in S85, based on the lower step-down ⁇ P ACC ⁇ 1, the regulator 24 that would occur due to the leakage of the pressure increasing linear valve 26 when the pump 90 is driven in a state where the brake operation is not performed.
- the pressure of the hydraulic fluid in the second pilot chamber R9 that is, the remaining second pilot pressure P PLT ⁇ RST (also referred to as “residual adjustment pressure P AJT ⁇ RST ”) is estimated.
- the estimation of the remaining second pilot pressure P PLT ⁇ RST is performed with reference to an estimation map that is set based on data or the like of experiments performed at the design stage of the system.
- the subthreshold step-down pressure ⁇ P ACC ⁇ TH1 is the start pressure P ACC -Based on I1 , it is set to an appropriate value according to its starting pressure P ACC ⁇ I1 , and the remaining second pilot pressure P PLT ⁇ RST is also estimated appropriately according to its starting pressure P ACC ⁇ I1 Done. If it is determined in S81 that no liquid leakage has occurred, the detection flag F DTC is reset in S86 in order to perform a new series of detection processes.
- the detection processing during pump driving in S66 is based on the degree of increase in the high-pressure source pressure P ACC during driving of the pump 90 when the braking force is not required, and the leakage of the hydraulic fluid of the pressure increasing linear valve is detected.
- This is a process for detection, and is executed by executing a pump driving detection process routine shown in the flowchart of FIG.
- this pump drive detection routine first, in S91, it is determined whether this routine is executed for the first time based on the value of the detection lag FDTC . If it is determined that it is the first execution, the initial processing after S92 is executed. In this initial process, the detection flag F DTC is set to "1" in S92, and the time counter C for measuring the time required for detection is reset in S93.
- the high pressure source pressure P ACC is acquired based on the detection value of the high pressure source pressure sensor 96, and in S95, the high pressure source pressure P ACC is the start pressure P ACC that is the high pressure source pressure at the start of detection. ⁇ Certified as I2 .
- the end processing after S98 is executed.
- the high pressure source pressure P ACC is acquired based on the detected value of the high pressure source pressure sensor 96.
- the high pressure source pressure P ACC is the high pressure source pressure at the end of detection. Approved as a certain end pressure P ACC ⁇ T2 .
- the start pressure P ACC ⁇ I2 is subtracted from the end pressure P ACC ⁇ T2 , thereby determining the increase pressure ⁇ P ACC ⁇ 2 that is the increase range of the high pressure source pressure P ACC .
- the upper booster [Delta] P ACC ⁇ 2, whether below the supra-threshold booster [Delta] P ACC ⁇ TH2 is set smaller than the set leakage determination pressure [Delta] P ACC ⁇ LEAK is, that is, liquid leakage about setting It is determined whether or not the value exceeds. If it is determined that a liquid leakage exceeding the set level has occurred, in S104, the second liquid leakage flag F LEAK2 is set to “1” indicating that there is a large leakage. In S105, the above-described remaining second pilot pressure P PLT ⁇ RST is estimated based on the increased pressure ⁇ P ACC ⁇ 2 as in the case of the pump non-drive detection process.
- supra-threshold booster [Delta] P ACC ⁇ TH2 based on the starting pressure P ACC ⁇ I2, it is set to an appropriate value corresponding to the starting pressure P ACC ⁇ I2, also Further, the estimation of the remaining second pilot pressure P PLT ⁇ RST is also appropriately estimated according to the start pressure P ACC ⁇ I2 . If it is determined in S101 that no liquid leakage has occurred, the detection flag F DTC is reset in S106 in order to perform a new series of detection processes.
- the detection process performed by the non-pump driving detection process routine is based on the degree of decrease in the high-pressure source pressure P ACC when the pump 90 is not driven.
- the high-pressure source is detected.
- the leakage of the hydraulic fluid in the pressure-increasing linear valve 26 is detected based on the degree of increase in the pressure P ACC .
- the liquid leakage of the pressure increasing linear valve 26 is detected based on the change in the high pressure source pressure ⁇ P ACC within the set time.
- the liquid leakage of the pressure-increasing linear valve 26 may be detected based on the time when the high-pressure source pressure ⁇ P ACC changes by a set amount. Specifically, when the pump 90 is not driven, the liquid leakage is determined based on the time required for the high pressure source pressure ⁇ P ACC to drop by the set pressure, or when the pump 90 is driven, The liquid leakage may be determined based on the time required for the source pressure ⁇ P ACC to increase by the set pressure.
- Second liquid leak detection process is performed by forcibly closing the pressure-reducing linear valve 28 in a state where the vehicle is stopped, and based on a change in the brake force index at that time. This is a process for detecting liquid leakage from the pressure linear valve 26. Therefore, this detection process can detect liquid leakage from the pressure-increasing linear valve 26 with high accuracy.
- the brake force index indicates the magnitude of the brake force, and the servo pressure PSRV is adopted in this system. Specifically, this process is performed by the brake ECU 30 executing the second liquid leakage detection program shown in FIG. This program is repeatedly executed at a longer time pitch (for example, several hundred msec) than the brake control program described above.
- the vehicle is judged whether the vehicle is running is in S112, the brake operation based on the brake operation amount [delta] PDL It is determined whether or not.
- the detection flag F DTC is “1”. This in-detection flag F DTC indicates whether or not a detection process, which will be described later, is continuously executed, as is the case with the process according to the first liquid leakage detection process program.
- the time counter C is incremented in S117.
- S118 it is determined whether or not the necessary detection time has elapsed depending on whether or not the value of the time counter C is equal to or greater than the value C TH3 corresponding to the predetermined necessary detection time.
- the termination processing from S119 is executed.
- this termination process first, in S119, based on the detected value of the servo pressure sensor 134, the acquired servo pressure P SRV, at S120, the servo pressure SRV, by the pressure-reducing linear valve 28 in a closed state Approved for increased pressure PSRV / UP . Then, in S121, whether increased pressure P SRV ⁇ UP is greater than 0, i.e., whether the servo pressure SRV is greater than the atmospheric pressure P RSV is determined.
- the liquid leakage first flag F LEAK1 is set to “1” indicating that the liquid pressure is increased in the pressure increasing linear valve 26 in S122. . Further, in S123, it is determined whether or not the increase pressure PSRV ⁇ UP exceeds the threshold increase pressure PSRV ⁇ UP ⁇ TH , that is, whether or not the liquid leakage exceeds a set level. Incidentally, since the pressure-reducing linear valve 28 is in a closed state, when the liquid leakage of the pressure-increasing linear valve 26 occurs, the servo pressure SRV is finally reduced even when the degree of liquid leakage is small. There is also a possibility of approaching the high pressure source pressure P ACC .
- the value C TH3 corresponding to the time required for detection related to the time counter C is set to a value corresponding to a relatively short time.
- the determination in S123 is made with the servo pressure P SRV before reaching the high pressure source pressure P ACC as the increased pressure P SRV ⁇ UP .
- the liquid leakage second flag F LEAK2 is set to “1” indicating that the liquid leakage is a large leakage in S124.
- the above-described remaining second pilot pressure P PLT ⁇ RST is estimated based on the increased pressure P SRV ⁇ UP .
- the threshold increased pressure P SRV ⁇ TH is determined when the detection flag F DTC is set to “1”.
- the detection flag FDTC is reset in S126 in order to perform a new series of detection processes.
- the excitation current I R is determined to be 0 and a command for the excitation current I R is issued in order to return the pressure-reducing linear valve 28 to the open state.
- the detection flag F DTC is reset in S128, and the excitation current I R is determined in S129. Is determined to be 0, and a command for the excitation current I R is issued.
- the brake control at the time of small leak is a brake control that is performed when it is recognized that the liquid leakage of the pressure-increasing linear valve 26 is not more than a set level. 11 is performed by executing the brake control routine at the time of small leak shown in the flowchart in FIG.
- the value of the control selection second setting parameter SET2 is determined.
- the small-leakage brake control two control modes are set for the control of the high-pressure source device 22, and when the control selection second setting parameter SET2 is set to “0”, the first mode is set. , “1” is set in the second mode.
- the pump intermittent drive control described later is executed regardless of whether or not the generation of the braking force is required, that is, whether the braking force is requested or not.
- intermittent pump drive control is executed when brake force is not required, and forced pump drive control is executed when brake force is required.
- the pump intermittent drive control in S132 is executed.
- the normal time pressure increasing valve control is performed in S136
- the normal pressure reducing valve control is performed in S137.
- the normal pressure increasing valve control subroutine shown in the flowchart in FIG. 5 is executed.
- the normal pressure reducing valve control the normal pressure reducing valve shown in the flow chart in FIG. Each control subroutine is executed.
- the pump intermittent drive control in S132 is a control for making the load on the pump 90, that is, the load on the motor 92 that drives the pump 90, smaller than the load in the normal high-pressure source control described above.
- This intermittent pump drive control is performed by executing the intermittent pump drive control subroutine shown in the flowchart of FIG. In the process according to this subroutine, first, in S141, the value of the counter reset flag F C is determined.
- the flag F C is the value of it, the pump forced drive control in the second mode is a "1" if they are made, are "0" when the pump intermittent drive control is performed Flag.
- time counter C ' is reset for measuring the interval time, in S143, the flag F C is set to "0".
- the time counter C ′ is counted up by a count-up value ⁇ C ′ corresponding to the time pitch at which the brake control processing program is executed.
- S145 whether or not the time measured by the time counter C ′ is equal to or shorter than the pump drive limit time C ′ ON ⁇ LIM and whether the pump stop limit time C ′ OFF ⁇ LIM is exceeded in S146, respectively. To be judged. If the time measured by the time counter C ′ is equal to or shorter than the pump drive limit time C ′ ON ⁇ LIM , a command to drive the pump 90 is issued in S147, and the time is determined as the pump drive limit time C ′.
- the pump 90 is intermittently driven regardless of whether the high pressure source pressure P ACC is within the set pressure range in the normal time high pressure source control.
- the load on the pump 90 that is, the motor 92 is supplied.
- the pump drive limit time C ′ ON / LIM and the pump stop limit time C ′ OFF / LIM are set so that the load on the pump is reduced. Therefore, those loads are reduced at the time of a small leak.
- the pump 90 is forcibly continuously driven when the braking force is requested. Therefore, although the load is larger than that in the first mode, the braking force is sufficient. Will be secured.
- the first large-leakage brake control which is a kind of large-leakage brake control performed when it is determined that the leakage of the pressure increasing linear valve 26 exceeds the set level, This control is performed when the control selection first setting parameter SET1 is “1”. This control is performed by executing the first large-leakage brake control routine shown in the flowchart of FIG. 13 in S8 of the brake control program shown in FIG.
- the normal pressure increasing valve control is performed in S154
- the normal pressure reducing valve control is performed in S155.
- the normal pressure increasing valve control subroutine shown in the flowchart in FIG. 5 is executed.
- the normal pressure reducing valve control the normal pressure reducing valve shown in the flow chart in FIG. Each control subroutine is executed.
- the first pump drive restriction control in S153 is performed by executing a pump drive restriction control subroutine whose flowchart is shown in FIG.
- the pump drive restriction control one of the two scheduled controls is selectively performed based on the remaining second pilot pressure P PLT ⁇ RST estimated in the liquid leakage detection process.
- One of these two controls is pump drive inhibition control, and the other is upper limit pressure reduction control.
- the pump drive prohibition control is a control that prohibits the drive of the pump 90 when the brake force is not required, that is, the pump 90 is not driven.
- the control is performed by lowering the set upper limit pressure P ACC ⁇ U of the set pressure range in which the high pressure source pressure P ACC should be maintained.
- the pump drive restriction control subroutine first, in S161, it is determined whether or not the remaining second pilot pressure P PLT ⁇ RST is higher than the set threshold pressure P PLT ⁇ TH . If it is determined that the 2 pilot pressure P PLT ⁇ RST is higher than the set threshold pressure, pump drive inhibition control is performed in S162. In this control, a command to stop driving the pump 90 is issued. On the other hand, when it is determined that the remaining second pilot pressure P PLT ⁇ RST is not higher than the set threshold pressure, the upper limit pressure reduction control after S163 is performed.
- the large leak of the pressure increasing linear valve 26 is divided into two, and in the case of a relatively large leak, the pump drive prohibition control is performed to further reduce the load on the pump 90, and the relatively low leak is reduced.
- the upper limit pressure reduction control is performed to obtain a certain high pressure source pressure P ACC while reducing the load on the pump 90 to some extent.
- the upper limit pressure P′ACC ⁇ U at the time of large leak is determined based on the remaining second pilot pressure P PLT ⁇ RST .
- the higher the degree of liquid leak the higher the upper limit pressure at large leak P ′ ACC ⁇ U Determine lower.
- the upper limit pressure P ′ ACC ⁇ U at the time of the large leak is such that the brake device 12 cannot generate the braking force even when the high pressure source pressure P ACC reaches the pressure in the state where the liquid leak occurs. Set to height.
- the high pressure source pressure P ACC is acquired based on the detection of the high pressure source pressure sensor 96. Subsequently, in S165, it is determined whether or not the high pressure source pressure P ACC exceeds the determined upper limit pressure P ′ ACC ⁇ U at the time of liquid leakage. If it is determined in S165 that the high pressure source pressure P ACC exceeds the upper limit pressure P ′ ACC ⁇ U at the time of liquid leakage, a command to stop driving the pump 90 is issued in S166.
- the high pressure source pressure P ACC is determined not to exceed the upper limit pressure P 'ACC ⁇ U during leakage, in S167, the high pressure source pressure P ACC is smaller than the specified lower limit pressure P ACC ⁇ L It is determined whether or not. When it is determined that the high pressure source pressure P ACC is lower than the set lower limit pressure P ACC ⁇ L , a command to drive the pump 90 is issued in S168.
- the above-described two controls are selectively executed according to the degree of liquid leakage as described above.
- the burden on the pump 90 when the leakage occurs that is, the burden on the motor 92 is effectively reduced. If the pump forced drive control is performed when the braking force is required, the braking force should be increased rapidly, that is, even when the braking force increase gradient or the target servo pressure P * SRV increasing pressure gradient is large. Therefore, it is possible to appropriately cope with this.
- the second brake control at the time of large leak which is another kind of brake control at the time of large leak, is performed when the control selection first setting parameter SET1 is set to “2”. It is. This control is performed by executing the second large-leakage brake control routine shown in the flowchart of FIG. 15 in S10 of the brake control program shown in FIG.
- the second pump drive restriction control is different from the first pump drive restriction control executed in the first large-leakage brake control, and only the above-described pump drive inhibition control, that is, control that does not drive the pump 90 is performed.
- the first pump pressure adjustment control that is different from the control executed in the first large-leakage brake control is performed.
- the first pump regulating pressure control is described in detail later, in short, in increasing the servo pressure P SRV, by changing the degree of driving while driving the pump 90, servo pressure P SRV Is a control for adjusting the servo pressure to the target servo pressure P * SRV .
- this control is suitable when the output of the pump 90 can be changed, that is, when the high-voltage source device 22 is configured such that the output of the motor 92 can be changed according to the supplied power.
- the motor 92 is a DC brushless motor, and the motor 92 is suitable for the high voltage source device 22 configured to be driven by PWM (pulse width modlation) by an inverter as a drive circuit. Control.
- the pressure increase valve release control in S174 is executed as the control related to the pressure increase linear valve 26.
- the process of braking force is increasing, that is, increasing during pressurization of the servo pressure P SRV is driven by the pump 90 from the servo pressure P SRV is adjusted, the pressure increasing valve release control, In order to facilitate the adjustment, the pressure-increasing linear valve 26 is opened.
- the pressure-reducing linear valve 28 is controlled in the same way as the normal brake control. That is, in S175, the normal time pressure reducing valve control subroutine shown in the flowchart of FIG. 6 is executed, and the above-described normal time pressure reducing valve control is performed.
- the first pump pressure regulation control in S173 is performed by executing a first pump pressure regulation control subroutine whose flowchart is shown in FIG.
- the processing according to this subroutine first, in S181, the servo pressure PSRV is acquired based on the detection value of the servo pressure sensor 134. Then, in S182, the deviation of the servo pressure P SRV to the target servo pressure P * SRV determined in S2, that is, the servo pressure deviation [Delta] P SRV is obtained.
- motor supply current I M is a current supplied to the motor 92 is determined, in S184, for the motor supply current I M A command is issued to the drive circuit.
- the servo pressure deviation ⁇ P SRV becomes a negative value, that is, when the servo pressure P SRV is being reduced, power is not supplied to the motor 92 and the pump 90 is stopped.
- the first pump pressure regulation control feedback control based on the servo pressure PSRV is performed on the pump 90. In other words, the first pump pressure regulation control is performed with the brake force G and the necessary brake force G.
- the pump 90 Until reaching * , the pump 90 is driven, and when the braking force G reaches the required braking force G * , the driving of the pump 90 is stopped.
- the output of the pump 90 that is, the degree of driving of the pump 90
- ⁇ P SRV the servo pressure deviation
- the pressure increase valve release control in S174 is performed by executing a pressure increase valve release control subroutine shown in the flowchart of FIG. Processing following this subroutine, compared to treatment according to normal booster valve control subroutine indicated by a flow chart of FIG. 5, the process of braking force is increasing, that is, only the process of increasing during pressurization of the servo pressure P SRV is different.
- the excitation current I A supplied to the pressure-increasing linear valve 26 in S195 is the maximum excitation current I A. ⁇ It is set to MAX, and then a command for the excitation current I A is issued.
- the open state of the pressure-increasing linear valve 26 is maintained during pressure increase.
- the driving of the motor 92 is restricted when the braking force is not required with respect to the high pressure source device 22, as in the first major leakage brake control. This effectively reduces the load on the pump 90 when a large leak occurs in the pressure-increasing linear valve 26.
- the servo pressure P SRV is driven by driving the pump 90 without relying on the pressure-increasing linear valve 26 having a defect of liquid leakage during the increase of the servo pressure P SRV. Therefore, the braking force can be accurately adjusted.
- the third major brake control at the time of major leak which is still another type of brake control at the time of major leak, is control performed when the control selection first setting parameter SET1 is set to "3" It is. This control is performed by executing a third large-leakage brake control routine shown in the flowchart of FIG. 18 in S11 of the brake control program shown in FIG.
- the second pump drive restriction control in S202 is performed. In the second pump drive restriction control, only the above-described pump drive inhibition control is performed as described in the second large-leakage brake control. On the other hand, if it is determined that the braking force required, in S203, based on the residual second pilot pressure P PLT ⁇ RST estimated in the manner described above, the threshold servo pressure P * SRV ⁇ TH is determined Is done.
- the threshold servo pressure P * SRV ⁇ TH is servo pressure P SRV when the second pilot pressure P PLT becomes residual second pilot pressure P PLT ⁇ RST, braking force G at that time, that is, the remaining adjustment
- the remaining braking force G RST which is a braking force corresponding to the pressure P AJT ⁇ RST is indicated.
- the control when the braking force is required is switched depending on whether or not the target servo pressure P * SRV determined in S2 exceeds the threshold servo pressure P * SRV ⁇ TH . .
- the target servo pressure P * SRV is determined whether the threshold servo pressure P * SRV ⁇ TH is greater than the target servo pressure P * SRV is judged greater than the threshold servo pressure P * SRV ⁇ TH
- the control at the time of the large braking force request in S205 is that the target servo pressure P * SRV is not greater than the threshold servo pressure P * SRV ⁇ TH
- the small braking force request control in S206 is executed.
- the large brake force request control in S205 is performed by executing a large brake force request control routine shown in the flowchart of FIG.
- a large brake force request control routine shown in the flowchart of FIG.
- the processing according to this routine first, in S211, based on the change in the target servo pressure P * SRV determined in S2, whether or not the servo pressure PSRV is increasing, that is, the braking force is in the process of increasing. It is determined whether or not. This determination is performed by the same method as the determination in the normal pressure increasing valve control and the normal pressure reducing valve control. If it is determined that the servo pressure PSRV is not being increased, that is, if it is determined that the servo pressure PSRV is being reduced or maintained, a command to stop driving the pump 90 is issued in S212. On the other hand, if it is determined that the servo pressure PSRV is increasing, a pump forced drive control, that is, a command to drive the pump 90 is issued in S213.
- the pressure increase gradient P SRV ⁇ GRD of the servo pressure P SRV is further specified based on the change in the target servo pressure P * SRV in S214. Specifically, for example, the target servo pressure P * SRV determined this time is subtracted from the target servo pressure P * SRV determined at the time of execution of the brake control program executed before the previous time. It is specified as the gradient P SRV ⁇ GRD . In subsequent S215, it is determined whether or not the specified pressure increasing gradient SRV ⁇ GRD exceeds the first threshold gradient P SRV ⁇ GRD ⁇ TH1 .
- This determination is to determine whether or not a sudden increase in braking force is required, that is, whether or not a rapid increase in servo pressure PSRV is required.
- a sudden increase in braking force is required, that is, whether or not a rapid increase in servo pressure PSRV is required.
- two different controls are prepared for controlling the pressure-increasing linear valve 26 according to the degree of increase in the braking force, and the pressure-increasing gradient P SRV ⁇ GRD is the first threshold value. If it is determined that the gradient P SRV ⁇ GRD ⁇ TH1 is not exceeded, and if the drive of the pump 90 is stopped in S212 based on the previous determination in S211, two control operations are performed in S216.
- the booster valve closing maintenance control in S216 is a control performed to reduce the power consumption of the booster linear valve 26 as much as possible. Specifically, the exciting current I A is set to 0, and a command for the exciting current I A is issued. As a result, the closed state of the pressure increasing linear valve 26 is maintained.
- the valve opening corresponding to the pressure increasing gradient P SRV ⁇ GRD is performed.
- the degree is realized.
- the excitation current I A is determined to be a value obtained by multiplying the pressure increase gradient P SRV ⁇ GRD by the excitation current determination gain ⁇ , and a command for the excitation current I A is issued.
- the degree of opening of the booster linear valve 26 is adjusted according to the degree of change in the required brake force G * , and more specifically, the required brake force G * is increased.
- the opening degree of the pressure-increasing linear valve 26 increases, that is, the pressure-increasing linear valve 26 is easily opened, and the amount of hydraulic fluid that passes through the pressure-increasing linear valve 26 is increased. is there.
- the pressure reducing valve adjustment control in S218 is executed with respect to the control of the pressure reducing linear valve 28.
- adjustment to make the servo pressure SRV the target servo pressure P * SRV is performed by controlling the pressure-reducing linear valve 28 even during pressure increase. Therefore, in the pressure reducing valve adjustment control, unlike the normal pressure reducing valve control shown in a flow chart of FIG. 6, in the normal servo pressure P SRV vacuum, not only when in maintenance, servo pressure SRV is a by increasing during pressurization
- the excitation current I R is determined as the basic excitation current I A0 described above, and a command for the excitation current I R is issued.
- the small brake force request control in S206 is performed by executing the small brake force request control routine shown in the flowchart of FIG.
- the second pump pressure regulation control of S221 to S224 is executed.
- This second pump pressure regulation control is different from the first pump pressure regulation control in the second large-brake brake control, that is, the control for driving the motor 92 while changing the power supplied thereto. In this control, only constant power is supplied to the motor 92 during driving.
- the second pump pressure regulation control first, in S221, the servo pressure PSRV is acquired based on the detection value of the servo pressure sensor 134.
- the pressure increase valve release control is executed as the control related to the pressure increase linear valve 26 in S225.
- This pressure increase valve release control is performed by executing the pressure increase valve release control subroutine shown in the flowchart of FIG. 17 as in the case of the second large leak brake control.
- the pressure increasing linear valve 26 is opened to facilitate adjustment when the servo pressure P SRV is adjusted by the pump 90 while the servo pressure P SRV is increased by the second pump pressure adjustment control. State.
- the pressure reducing valve closing / opening adjustment control is performed as control related to the pressure reducing linear valve 28 in S226.
- This control is selectively performed by a pressure reducing valve closing maintaining control and a pressure reducing valve opening adjustment control, which will be described later, while the servo pressure PSRV is increased.
- This pressure reducing valve closing maintenance / opening adjustment control is specifically performed by executing a pressure reducing valve closing maintenance / opening adjustment control subroutine shown in the flowchart of FIG.
- the basic excitation current I R0 is determined in S231 and the braking force is decreasing in S232, as in the normal pressure reducing valve control shown in the flowchart of FIG. It is determined whether or not the servo pressure PSRV is being reduced. In S233, it is determined whether or not the braking force is in the process of increasing, that is, whether or not the servo pressure PSRV is increasing. . By their decision, if it is a servo pressure P SRV is or in maintaining vacuo, at S234, the excitation current I R is the basis excitation current I R0, in S235, for the exciting current I R A command is issued.
- servo pressure P SRV in S233 is determined to be on the increase, in S236, similarly to the specific method carried out under atmospheric braking force demand control, based on the change of the target servo pressure P * SRV, servo pressure P SRV It is the pressure increase gradient P SRV ⁇ GRD particular, in the subsequent S237, whether the pressure increase gradient P SRV ⁇ GRD identified below the second ⁇ distribution P SRV ⁇ GRD ⁇ TH2 is determined. This determination is made to determine whether or not a slow increase in braking force is required, that is, whether or not the servo pressure PSRV needs to be increased slowly.
- the pressure increase gradient P SRV ⁇ GRD is the second threshold gradient. If it is determined not less than the P SRV ⁇ GRD ⁇ TH2, in S238, one pressure reducing valve closure maintaining control is one of the two control, pressure-increase gradient SRV ⁇ GRD second ⁇ distribution P SRV ⁇ If it is determined that the pressure is lower than GRD ⁇ TH2 , the pressure reducing valve opening adjustment control, which is the other of the two controls, is executed in S239.
- the servo pressure PSRV is adjusted by the second pump pressure regulation control described above, that is, by driving the pump 90 and stopping the driving, so that the increase in the normal braking force is prevented. Can respond well. Therefore, when the pressure increasing gradient P SRV ⁇ GRD of the servo pressure P SRV is not small, the pressure reducing valve closing maintaining control is performed in order to maintain the valve closing state of the pressure reducing linear valve 28 as in the normal pressure reducing valve control. It is executed. However, since the power supplied to the pump 90 is constant, there is a possibility that it cannot always cope with a moderate increase in the servo pressure PSRV .
- the second pressure is released while the hydraulic fluid is released from the pressure-reducing linear valve 28 to the reservoir 20 when the pressure increasing gradient P SRV ⁇ GRD of the servo pressure P SRV is relatively small.
- the pressure reducing valve opening degree adjustment control is executed in order to increase the servo pressure PSRV slowly by adjusting the pilot pressure P PLT .
- the excitation current I R is determined by adding the margin current I MAG to the basic excitation current I R0 as in the normal pressure reducing valve control. command for I R is issued.
- the exciting current I R is the basic exciting current I R0, pressure-increase gradient P SRV ⁇ GRD
- the value obtained by multiplying -1 by the excitation current determination gain ⁇ is determined as a value obtained by subtracting the value, and a command for the excitation current I R is issued.
- the servo pressure SRV is adjusted by driving the pump 90 of the high-pressure source device 22 without depending on the pressure-increasing linear valve 26 in which liquid leakage occurs while the servo pressure SRV is increasing. . Therefore, according to the small brake force demand control, it is possible to adjust the servo pressure SRV with relatively high accuracy, and thus to generate a brake force with a relatively accurate magnitude. Note that when the braking force is slowly increased, adjusting the opening of the pressure-reducing linear valve 28 also contributes to the generation of an accurate magnitude of braking force.
- the brake control at the time of the third major leak is performed as described above.
- the driving of the motor 92 is restricted when the braking force is not required with respect to the high-pressure source device 22. This effectively reduces the load on the pump 90 when a large leak occurs in the pressure-increasing linear valve 26.
- the brake force G is adjusted by driving the pump 90 and stopping the driving, but unlike the case of the brake control at the time of the second large leak, when driving the pump 90 The electric power supplied to the motor 92 is not changed. Therefore, the third large-leakage brake control can be sufficiently employed even in a system in which the supply current to the motor 92 is constant.
- the liquid leakage detection unit includes a high pressure source control unit 150, a valve control unit 152, and a brake control unit 154, and further detects liquid leakage from the pressure increasing linear valve 26. 156.
- the high-pressure source control unit 150 directly controls the operation of the high-pressure source device 22, specifically, the motor 92 included therein, and the valve control unit 152 controls the operation of the pressure-increasing linear valve 26 and the pressure-reducing linear valve 28.
- the brake control unit 154 can be considered as a functional unit that controls the high-pressure source control unit 150 and the valve control unit 152.
- the brake control unit 154 includes a normal-time control unit 158 and a liquid leakage countermeasure unit 160 as subordinate functional units.
- the liquid leak countermeasure unit 158 further includes a small leak countermeasure unit 162 and a large leak as subordinate functional units.
- a handling unit 164 is provided.
- the normal time control unit 158 controls the high pressure source control unit 150 and the valve control unit 152 in the normal time, and the liquid leakage countermeasure unit 160 detects the liquid leakage of the pressure increasing linear valve 26 by the liquid leakage detection unit 156. In this case, the high pressure source control unit 150 and the valve control unit 152 are commanded instead of the normal time control unit 158. Specifically, when it is determined that the detected liquid leak does not exceed the above-described setting level, the large leak handling unit 164 has the liquid leak exceeding the set level. Are determined, the high pressure source control unit 150 and the valve control unit 152 are respectively commanded.
- the brake control program When the brake control program is executed, various controls relating to the high pressure source device 22, the pressure increasing linear valve 26, and the pressure reducing linear valve 28 are executed. If these controls are shown in an organized manner, a list shown in FIG. 23 is obtained.
- the high pressure source control unit 150 is a functional unit realized by executing the controls listed in the column “Control of High Voltage Source Device”.
- the valve control unit 152 can be considered as a functional unit realized by executing the control listed in the columns of “control of pressure-increasing linear valve” and “control of pressure-decreasing linear valve”.
- the high pressure source control unit 150 executes various controls instead of the normal high pressure source control when the pressure increasing linear valve 26 leaks, and performs valve control.
- the unit 152 is configured to execute various controls instead of the normal pressure increasing valve control and the normal pressure reducing valve control.
- the normal-time control unit 158 can be considered as a functional unit realized by executing the normal-time brake control
- the small-leakage countermeasure unit 162 can perform a large-leakage by executing the small-leakage brake control.
- the coping section 164 can be considered to be a functional section that is realized by executing the first to third large-leakage brake controls.
- the liquid leak detection unit 156 can be considered as a functional unit realized by executing the first and second liquid leak detection processing programs described above.
- the adjustment pressure is introduced as a pilot pressure into the regulator 24 which is a pressure regulator, and the servo pressure which is the supply pressure from the regulator 24 is introduced into the master cylinder device 16.
- the master pressure which is the supply pressure from, is introduced into the brake device 12.
- the application of the claimable invention is not limited to a system having such a configuration.
- the system may be configured such that the servo pressure from the regulator is directly introduced into the brake device without going through the master cylinder device.
- a system in which the adjustment pressure is directly introduced into the master cylinder device as a servo pressure without providing a regulator may be used.
- a system in which the adjustment pressure is directly introduced into the brake device may be used. That is, the claimable invention can be applied to a system in which the pair of pressure increasing valves and pressure reducing valves constituting the anti-lock unit is a pressure increasing linear valve and a pressure reducing linear valve.
- the brake control at the time of small leak and the brake control at the time of three large leaks can be executed. Only one of the brake control at the time of small leak and the brake control at the time of large leak may be executed. In addition, although three controls are prepared as brake control at the time of a large leak, only one or any two of the controls may be executed.
- the brake control at the time of large leak it is possible to perform only one of the pump drive prohibition control and the upper limit pressure lowering control when the brake force is not requested in the first large leak brake control. Further, when the braking force is not required in the second and third large leak control, only the upper limit pressure reduction control can be performed, and the pump drive prohibition control and the upper limit pressure reduction control are selectively performed. It is also possible to make it.
- the booster valve opening control in the second large-brake brake control.
- the third large-leakage brake control it is possible to prevent one or both of the booster valve closing maintenance control and the booster valve opening adjustment control when a large brake is requested.
- liquid leak detection process it is possible not to perform one of the first liquid leak detection process and the second liquid leak detection process. Further, in the second liquid leak detection process, it is possible not to perform either the pump non-drive detection process or the pump drive detection process. Extremely speaking, a system that does not perform any liquid leak detection processing is also included in the hydraulic brake system according to the claimable invention.
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Abstract
Description
(1)車両に設けられる液圧ブレーキシステムであって、
(a)車輪に設けられるブレーキ装置と、(b)低圧源から作動液を汲み上げて加圧するためのポンプと、そのポンプによって加圧された作動液を貯めるアキュムレータとを有し、高圧の作動液を供給する高圧源装置と、(c)その高圧源装置と低圧源との間に直列的に配設された電磁式増圧リニア弁および電磁式減圧リニア弁とを有し、それら増圧リニア弁と減圧リニア弁との間の作動液の圧力を調整する圧力調整弁装置と、(d)当該液圧ブレーキシステムの制御を司る制御装置とを備え、前記圧力調整弁装置によって調整された作動液の圧力である調整圧に依存した大きさのブレーキ力を、前記ブレーキ装置が発生させるように構成され、
制御装置が、
前記高圧源装置から供給される作動液の圧力である高圧源圧が設定下限圧を下回った場合に前記ポンプの作動を開始させ、設定上限圧を上回った場合に前記ポンプの作動を停止させることで、その高圧源圧を設定圧力範囲内に維持する制御である通常時高圧源制御を実行する高圧源制御部と、
前記調整圧が、前記ブレーキ装置が発生させるべきブレーキ力である必要ブレーキ力に応じた圧力となるように、それぞれ、前記増圧リニア弁および前記減圧リニア弁に供給される電力を調整する通常時増圧弁制御および通常時減圧弁制御を実行する弁制御部と、
前記増圧リニア弁の作動液の漏れが検出された場合に、その漏れに対処する液漏れ対処部と
を備えた液圧ブレーキシステム。
[B]ハード構成のバリエーション
(2)当該液圧ブレーキシステムが、
パイロット室を有し、前記高圧源装置から供給される作動液を、そのパイロット室の作動液の圧力であるパイロット圧に応じた圧力に調整して供給する調圧器を備え、
前記増圧リニア弁が前記高圧源装置と前記パイロット室との間に、前記減圧リニア弁が前記パイロット室と低圧源との間に、それぞれ配設されることで、前記圧力調整弁装置が、前記パイロット圧を前記調整圧として調整するものであり、
前記調圧器から供給される作動液の圧力である調圧器供給圧に依存した大きさのブレーキ力を、前記ブレーキ装置が発生させるように構成された(1)項に記載の液圧ブレーキシステム。
ハウジングと、そのハウジング内においてそのハウジングの軸線方向に移動可能に配設された可動体と、前記ハウジング内において前記軸線方向においてその可動体と並んで配設された弁機構と、低圧源に連通する低圧源連通路とを有し、前記可動体の前記弁機構の側に、当該調圧器から供給される前記調圧器供給圧の作動液が収容される調圧室が、前記可動体の前記弁機構とは反対側に、前記パイロット室が、前記調圧室とで前記弁機構を挟むようにして、前記高圧源装置から供給される前記高圧源圧の作動液を受け入れる高圧室が、それぞれ形成され、
前記調圧器供給圧と前記パイロット圧との差圧に依拠して前記可動体に作用する差圧作用力によって前記可動体が前記軸線方向に移動させられ、その可動体が前記弁機構に向かう方向に移動させられた場合に、その可動体が前記弁機構と係合して、その弁機構によって、前記調圧室と前記高圧室とが連通させられるとともに、前記調圧室と前記低圧源通路との連通が遮断され、前記可動体が前記弁機構から離れる方向に移動させられた場合に、その可動体のその弁機構との係合が解除されて、前記調圧室と前記高圧室との連通が遮断されるともに、前記調圧室と前記低圧源通路とが連通するように構成された(2)項に記載の液圧ブレーキシステム。
ブレーキ操作部材が連結され、前記調整圧若しくはその調整圧に応じた圧力の作動液を受け入れ、前記ブレーキ操作部材に加えられる運転者の操作力に依存せずに前記受け入れた作動液の圧力に依存して加圧した作動液を前記ブレーキ装置に供給するマスタシリンダ装置を有し、
そのマスタシリンダ装置から前記ブレーキ装置に供給される作動液の圧力であるマスタ圧に依存した大きさのブレーキ力を、前記ブレーキ装置が発生させるように構成された(1)項ないし(3)項のいずれか1つに記載の液圧ブレーキシステム。
(A)前方側の端部が閉塞され、内部を前方室と後方室とに区画するとともに自身を貫通する開口が形成された区画部を有するハウジングと、(B)後端に鍔が形成されて前記前方室内に配設された本体部を有する加圧ピストンと、(C)前記ブレーキ操作部材と連結され、前記後方室に配設された入力ピストンと、(D)その入力ピストンの前進に対するその前進の量に応じた大きさの反力を前記入力ピストンに付与する反力付与機構とを有し、
(i)前記加圧ピストンの前記本体部の前方に、前記ブレーキ装置に供給される作動液が前記加圧ピストンの前進によって加圧される加圧室が、(ii)前記加圧ピストンと前記入力ピストンとの間に、前記ハウジングの前記区画部に形成された前記開口を利用してそれら加圧ピストンと入力ピストンとが向かい合うピストン間室が、(iii)前記加圧ピストンの前記本体部に形成された前記鍔と前記区画部との間に、前記調整圧若しくはその調整圧に応じた圧力の作動液が導入される入圧室が、(iv)前記鍔の前方に、その鍔を挟んで前記入圧室と対向し、前記ピストン間室と連通する対向室が、それぞれ形成されるとともに、前記ピストン間室の作動液の圧力が前記加圧ピストンに作用する受圧面積と、前記対向室の作動液の圧力が前記加圧ピストンに作用する受圧面積とが等しくされた(4)項に記載の液圧ブレーキシステム。
(11)前記液漏れ対処部が、設定程度を超えた前記増圧リニア弁の作動液の漏れに対処する大漏れ対処部を有する(1)項ないし(5)項のいずれか1つに記載の液圧ブレーキシステム。
前記増圧リニア弁が閉弁状態にあり、かつ、前記減圧リニア弁が開弁状態にある場合において、ブレーキ力の発生が推認される前記増圧リニア弁の作動液の漏れの程度として設定されている(11)項に記載の液圧ブレーキシステム。
(13)前記大漏れ対処部が、前記ブレーキ装置によるブレーキ力の発生が要求されていないブレーキ力非要求時において、前記高圧源制御部に、前記通常時高圧源制御に代えて、前記ポンプの駆動を制限するポンプ駆動制限制御を実行させるように構成された(11)項または(12)項に記載の液圧ブレーキシステム。
(17)前記大漏れ対処部が、前記ブレーキ装置によるブレーキ力の発生が要求されているブレーキ力要求時において、前記高圧源制御部に、前記通常時高圧源制御に代えて、前記高圧源圧が前記設定圧力範囲内であるか否かに拘わらず前記ポンプを駆動するポンプ強制駆動制御を実行させるように構成された(11)項ないし(16)項のいずれか1つに記載の液圧ブレーキシステム。
前記大漏れ対処部が、
前記ブレーキ装置によるブレーキ力の発生が要求されているブレーキ力要求時において、
前記必要ブレーキ力が前記残存圧に応じたブレーキ力を超える場合には、前記高圧源制御部に、前記通常時高圧源制御に代えて、ブレーキ力が増加する過程において前記高圧源圧が前記設定圧力範囲内であるか否かに拘わらず前記ポンプを駆動するポンプ強制駆動制御を実行させるとともに、前記弁制御部に、前記通常時減圧弁制御に代えて、ブレーキ力が増加する過程においてもブレーキ力がその必要ブレーキ力となるように前記減圧リニア弁に供給される電力を調整する減圧弁調整制御を実行させ、
前記必要ブレーキ力が前記残存圧に応じたブレーキ力以下の場合には、前記高圧源制御部に、前記通常時高圧源制御に代えて、前記ブレーキ装置が発生させるブレーキ力が前記必要ブレーキ力に達するまでは、前記ポンプを駆動させ、そのブレーキ力がその必要ブレーキ力に達したときに前記ポンプの駆動を停止させるポンプ調圧制御を実行させるように構成された(11)項ないし(16)項のいずれか1つに記載の液圧ブレーキシステム。
(31)前記液漏れ対処部が、前記設定程度を超えない前記増圧リニア弁の作動液の漏れに対処する小漏れ対処部を有する(11)項ないし(24)項のいずれか1つに記載の液圧ブレーキシステム。
(41)当該液圧ブレーキシステムが、前記増圧リニア弁の作動液の漏れを検出する液漏れ検出部を備え、前記液漏れ対処部が、その液漏れ検出部による検出の結果に基づいて、前記増圧リニア弁の作動液の漏れに対処するように構成された(1)項ないし(33)項のいずれか1つに記載の液圧ブレーキシステム。
i)全体構成
請求可能発明の実施例である車両用液圧ブレーキシステムは、ブレーキオイルを作動液としてハイブリッド車両に搭載される液圧ブレーキシステムである。本液圧ブレーキシステムは、図1に示すように、大まかには、(A) 4つの車輪10に設けられ、それぞれがブレーキ力を発生させる4つのブレーキ装置12と、(B) ブレーキ操作部材としてのブレーキペダル14の操作が入力されるとともに、加圧された作動液を各ブレーキ装置12に供給するマスタシリンダ装置16と、(C) マスタシリンダ装置16と4つのブレーキ装置12の間に配置されたアンチロックユニット18と、(D) 作動液を低圧源であるリザーバ20から汲み上げて加圧することにより、高圧の作動液を供給する高圧源装置22と、(E) 高圧源装置22から供給される作動液を調圧してマスタシリンダ装置16に供給する調圧器であるレギュレータ24と、(F) レギュレータ24から供給される作動液の圧力を調節するための電磁式増圧リニア弁26および電磁式減圧リニア弁28(以下、それぞれ、単に、「増圧リニア弁26」および「減圧リニア弁28」と略す場合がある)と、(G) それらの装置,機器,弁を制御することで当該液圧ブレーキシステムの制御を司る制御装置としてのブレーキ電子制御ユニット30を含んで構成されている。ちなみに、アンチロックユニット18は、「ABSユニット18」と呼ぶ場合があり、図では、〔ABS〕という符号が付されている。また、増圧リニア弁26,減圧リニア弁28は、図では、それぞれ、それらの記号標記である[SLA],[SLR]という符号が付されている。さらに、ブレーキ電子制御ユニット30は、以下、「ブレーキECU30」と呼ぶ場合があり、図では、[ECU]という符号で表わされている。なお、4つの車輪10は、左右前後を表わす必要のある場合に、右前輪10FR,左前輪10FL,右後輪10RR,左後輪10RLと表わすこととする。また、4つのブレーキ装置12等の構成要素も、左右前後を区別する必要がある場合に、車輪10と同様の符号を付して、12FR,12FL,12RR,12RL等と表わすこととする。
各車輪10に対応して設けられたブレーキ装置12は、車輪10ともに回転するディスクロータ,キャリアに保持されたキャリパ,キャリパに保持されたホイールシリンダ,キャリパに保持されてそのホイールシリンダによって動かされることでディスクロータを挟み付けるブレーキパッド等を含んで構成されたディスクブレーキ装置である。また、ABSユニット18は、各車輪に対応して設けられて対をなす増圧用開閉弁および減圧用開閉弁,ポンプ装置等を含んで構成されたユニットであり、スリップ現象等によって車輪10がロックした場合に作動させられて、車輪のロックが持続することを防止するための装置である。なお、ブレーキ装置12,ABSユニット18は、一般的な装置,ユニットであり、請求可能発明の特徴とは関連が小さいため、それらの構造についての詳しい説明は省略する。
マスタシリンダ装置16は、ストロークシミュレータ一体型のマスタシリンダ装置であり、概して言えば、ハウジング40の内部に、2つの加圧ピストンである第1加圧ピストン42,第2加圧ピストン44、入力ピストン46が配設されるとともに、ストロークシミュレータ機構48が組み込まれている。なお、マスタシリンダ装置16に関する以下の説明において、便宜的に、図における左方を前方,右方を後方と呼び、同様に、後に説明するピストン等の移動方向について、左方に動くことを前進,右方に動くことを後退と呼ぶこととする。
高圧源装置22は、リザーバ20から作動液を汲み上げて加圧するポンプ90と、そのポンプ90を駆動するモータ92と、ポンプ90によって加圧された作動液を蓄えるアキュムレータ94(図では[ACC]という符号が付されている)とを含んで構成されている。なお、高圧源装置22には、アキュムレータ94内の作動液の圧力、すなわち、供給する作動液の圧力(高圧源圧)を検出するための高圧源圧センサ96が設けられている(図では、高圧源圧の記号標記である[PACC]という符号が付されている)。
レギュレータ24は、2重構造をなして内部に空間が形成されたハウジング100と、その空間内にハウジング100の軸線方向(左右方向)において図の左方から順に並んで配置された第1ピストン102,第2ピストン104,弁座環106,弁ロッド108を含んで構成されている。第1ピストン102,第2ピストン104は、それぞれ可動体として機能し、ハウジング100の軸線方向に移動可能とされている。第2ピストン104は、凹所が形成されたピストン本体110と、その凹所に嵌め込まれたプランジャ112とによって構成されている。弁座環106は、鍔部を有するとともに両端が開口する筒状をなしており、2つのスプリング114,116によって、第2ピストン104とハウジング100とに浮動支持されている。弁ロッド108は、左端が弁子として機能し、弁座として機能する弁座環106の右端部にその弁ロッド108の左端が着座可能に配設され、スプリング118によって左方に向かって付勢されている。つまり、弁座環106,弁ロッド106,スプリング118を含んで、後に説明する弁機構120が構成されているのであり、その弁機構120は、ハウジング100の軸線方向において可動体である第2ピストン104と並んで配設されているのである。なお、第2ピストン104のプランジャ112の先端(右端)は、弁座環106内において弁ロッド108の左端に当接可能とされている。
増圧リニア弁26,減圧リニア弁28は、一般的な電磁式リニア弁であり、構造の図示については省略する。増圧リニア弁26は、高圧源装置22とレギュレータ24の第2パイロット室R9との間に配設された常閉型の電磁式リニア弁である。この増圧リニア弁26は、先端が弁子として機能するプランジャと、そのプランジャが着座する弁座を有している。そして、その弁座を挟んで、レギュレータ24の第2パイロット室R9と連通してそれの圧力である第2パイロット圧PPLTに相当する調整圧PAJTの作動液が収容される調整圧室が、プランジャの側に、高圧源装置22と連通して高圧源圧PACCの作動液が受け入れられる高圧室が、プランジャとは反対側に、それそれ配置されている。プランジャには、それら高圧源圧PACCと調整圧PPLTとの差圧による差圧作用力FΔP・Aが、当該プランジャを弁座から離座させる方向に作用しており、その一方で、プランジャは、その差圧作用力FΔP・Aを上回るスプリングの付勢力FK・Aによって、当該プランジャを弁座に着座させる方向に付勢されている。また、プランジャには、コイルの励磁によって、そのコイルに通電される励磁電流iAに応じた大きさの電磁作用力FE・Aが、差圧作用力FΔP・Aと同じ方向、つまり、スプリングの付勢力FK・Aとは反対の方向に作用する。大まかに言えば、本増圧リニア弁26では、それらの力の釣り合いを考慮しつつ、任意の調整圧PAJTが得られるような励磁電流がiAが決定され、コイルに通電される。励磁電流iAの決定については、後に詳しく説明する。ちなみに、本増圧リニア弁26では、励磁電流iAが大きくなるほど、調整圧PAJTが高くなる。言い換えれば、開度(例えば、閉弁状態から開弁状態への移行のし易さ)が高くなり、開弁圧が高くなるのである。
本システムの制御、つまり、ブレーキ制御は、ブレーキECU30によって行われる。ブレーキECU30は、大まかには、高圧源装置22(詳しくは、それが有するモータ92)の制御を行い、また、増圧リニア弁26および減圧リニア弁28制御を行う。ブレーキECU30は、中心的な要素であるコンピュータと、高圧源装置22のモータ92,増圧リニア弁26,減圧リニア弁28等をそれぞれ駆動させるための駆動回路(ドライバ)とを含んで構成されている。
以下に、本システムにおけるブレーキ制御,液漏れ検出処理について、それらを行うためのプログラムを説明しつつ、それらプログラムの流れに沿って説明する。なお、本システムにおける制御,処理の理解を容易にするため、それら制御,処理を、ブレーキ制御のメインフロー,通常時ブレーキ制御,増圧リニア弁の液漏れおよび液漏れ検出処理,液漏れ時ブレーキ制御の順に説明し、その後に、それら制御,処理に関するブレーキECU30の機能構成について説明する。
ブレーキ制御は、ブレーキ装置12が適切なブレーキ力(制動力)を発生させるために行われる制御であり、ブレーキECU30が、図2にフローチャートを示すブレーキ制御プログラムを、短い時間ピッチ(例えば、数msec~数十msec)で繰り返し実行することによって、行われる。
上記S4の通常時ブレーキ制御は、増圧リニア弁26に液漏れが生じていない場合の制御であり、図3にフローチャートを示す通常時ブレーキ制御ルーチンが実行されることによって行われる。このルーチンに従う処理では、まず、S21において、通常時高圧源制御が実行され、続くS22において、S1にて決定された必要ブレーキ力G*が0より大きいか否か、つまり、ブレーキ装置12によるブレーキ力の発生が要求されているブレーキ力要求時であるか、そのブレーキ力の発生が要求されていないブレーキ力非要求時であるかが判断される。ブレーキ力要求時であると判断された場合には、S23において、通常時増圧弁制御が,S24において、通常時減圧弁制御が、それぞれ実行される。
S21の通常時高圧源制御は、図4にフローチャートを示す通常時高圧源制御サブルーチンの実行によって行われる。この制御は、高圧源装置22の制御、つまり、高圧源圧PACCを調整するための制御である。通常時高圧源制御サブルーチンに従う処理では、まず、S31において、高圧源圧センサ96の検出に基づいて、高圧源圧PACCが取得される。続く、S32において、高圧源圧PACCが、設定上限圧PACC・Uを超えているか否かが判断される。S32において高圧源圧PACCが設定上限圧PACC・Uを超えていると判断された場合には、S33において、ポンプ90の駆動を停止する旨の指令が発せられる。具体的には、モータ92の作動を停止する旨の信号が、駆動回路に送られる。それに対して、高圧源圧PACCが設定上限圧PACC・Uを超えていないと判断された場合には、S34において、高圧源圧PACCが、設定下限圧PACC・Lを下回っているか否かが判断される。高圧源圧PACCが、設定下限圧PACC・Lを下回っていると判断された場合には、S35において、ポンプ90を駆動する旨の指令が発せられる。具体的には、モータ92を作動させる旨の信号がモータドライバに送られる。それに対して、高圧源圧PACCが、設定下限圧PACC・Lを下回っていないと判断された場合、すなわち、高圧源圧PACCが設定下限圧PACC・L以上かつ設定上限圧PACC・U以下である場合には、S36において、ポンプ90の現在の状態を維持する旨の指令が、つまり、ポンプ90が駆動させられている場合にはその駆動を継続する指令が、ポンプ90の停止させられている場合にはその停止を維持する旨の指令が発せられる。具体的には、モータ92が作動している場合には、作動させる旨の信号が、モータ90の作動が停止している場合には、停止する旨の信号が、駆動回路に送られる。
増圧リニア弁26,減圧リニア弁28の制御である上記S23の通常時増圧弁制御,S24の通常時減圧弁制御は、それぞれ、図5,図6にフローチャートを示す通常時増圧弁制御サブルーチン,通常時減圧弁制御サブルーチンが実行されることによって行われる。それら2つの制御は、一体として、調整圧PAJT、すなわち、レギュレータ24の第2パイロット圧をPPLTを、目標サーボ圧P* SRVが得られるように調整するための制御である。
FE・A=FK・A-FΔP・A
ちなみに、釣り合い時における励磁電流をIA・FFとすれば、
FE・A=αA・IA・FF
FΔP・A=βA・(PACC-PAJT) αA,βA:係数
であるから、上記式は、
αA・IA・FF=FK・A-βA・(PACC-PAJT)
となる(FK・Aは定数と考えることができる)。高圧源圧PACCは、高圧源センサ96の検出値に基づいて取得することができ、一方、調整圧PAJTは、第2パイロット圧PPLTと等しく、第2パイロット圧PPLTは、サーボ圧センサ134の検出値に基づいて取得されたサーボ圧PSRVから、レギュレータ24の構造によって定まる増圧比に従って推定することができる。このようにして、高圧源圧PACC,調整圧PAJTを取得し、それら高圧源圧PACC,調整圧PAJTに基づき、上記式に従って、釣り合い時の励磁電流IA・FFをフィードフォワード成分として算出する。さらに、実際のサーボ圧PSRVを目標サーボ圧P* SRVに近づけるべく、それら偏差に基づく成分として、次式に従って、フィードバック成分となる励磁電流IA・FBを算出する。
IA・FB=γA・(P* SRV-PSRV) γA:制御ゲイン
そして、次式に従ってそれらフィードフォワード成分IA・FF,フィードバック成分IA・FBを足し合わせることで、基礎励磁電流IA0が決定される。
IA0=IA・FF+IA・FB
FE・R=FK・R+FΔP・R
ちなみに、釣り合い時における励磁電流をIR・FFとすれば、
FE・R=αR・IR・FF
FΔP・R=βR・(PAJT-PRSV) αR,βR:係数
であるから、上記式は、
αR・IR・FF=FK・R+βR・(PRSV-PAJT)
となる(FK・Rは定数と考えることができる)。大気圧PRSVは、概ね1気圧と考えることができ、一方、調整圧PAJTは、第2パイロット圧PPLTと等しく、第2パイロット圧PPLTは、サーボ圧センサ134の検出値に基づいて取得されたサーボ圧PSRVから、レギュレータ24の構造によって定まる増圧比に従って推定することができる。このようにして、大気圧PRSV,調整圧PAJTを取得し、それら大気圧PRSV,調整圧PAJTに基づき、上記式に従って、釣り合い時の励磁電流IR・FFをフィードフォワード成分として算出する。さらに、実際のサーボ圧PSRVを目標サーボ圧P* SRVに近づけるべく、それら偏差に基づく成分として、次式に従って、フィードバック成分となる励磁電流IR・FBを算出する。
IR・FB=γR・(P* SRV-PSRV) γR:制御ゲイン
そして、次式に従ってそれらフィードフォワード成分IR・FFからフィードバック成分IR・FBを減じることで、基礎励磁電流IR0が決定される。
IR0=IR・FF-IR・FB
i)液漏れの態様と液漏れによる影響
上述のように、増圧リニア弁26は、常閉型の電磁式リニア弁であり、励磁電流が供給されていない場合において、閉弁状態とされる。増圧リニア弁26の液漏れは、この閉弁状態においても、高圧源装置22からレギュレータ24の第2パイロット室R9に向かって作動液が漏れ出す現象である。例えば、構造上の不具合の発生等により、閉弁状態としたとしても実際には閉弁状態とはならない事態が起きている場合等に、上記液漏れが生じる。上述したように減圧リニア弁28は、常開型の電磁式リニア弁であり、励磁電流が供給されていない場合には、開弁状態とされている。したがって、上記液漏れによって第2パイロット室R9へ流入した作動液は、減圧リニア弁28を通ってリザーバ20に流出する。
第1液漏れ検出処理は、高圧源圧PACCの変化に基づいて増圧リニア弁26の液漏れを検出する処理であり、具体的には、ブレーキECU30が、図7に示す第1液漏れ検出プログラムを実行することによって行われる。このプログラムは、先に説明したブレーキ制御プログラムよりも長い時間ピッチ(例えば、数百msec)で繰り返し実行される。
第2液漏れ検出処理は、車両が停車している状態において減圧リニア弁28を強制的に閉弁状態とし、そのときにおけるブレーキ力指標の変化に基づいて、増圧リニア弁26の液漏れを検する処理である。したがって、本検出処理は、増圧リニア弁26の液漏れを高精度に検出することが可能である。なお、上記ブレーキ力指標は、ブレーキ力の大きさを指標するものであり、本システムにおいては、サーボ圧PSRVが採用されている。この処理は、具体的には、ブレーキECU30が、図10に示す第2液漏れ検出プログラムを実行することによって行われる。このプログラムは、先に説明したブレーキ制御プログラムよりも長い時間ピッチ(例えば、数百msec)で繰り返し実行される。
上述したように、第1液漏れ検出処理若しくは第2液漏れ検出処理によって増圧リニア弁26の液漏れが検出された場合、液漏れ第1フラグFLEAK1が“1”にセットされ、また、その液漏れが大漏れであることが検出された場合、液漏れ第1フラグFLEAK2が“1”にセットされる。先に説明したように、図2のブレーキ制御プログラムに従うブレーキ制御では、それら液漏れ第1フラグFLEAK1,液漏れ第2フラグFLEAK2の値、および、制御選択第1設定パラメータSET1の値に応じて、小漏れ時ブレーキ制御,第1大漏れ時ブレーキ制御,第2大漏れ時ブレーキ制御,第3大漏れ時ブレーキ制御のいずれかが実行される。以下に、それらの制御の各々について説明する。
小漏れ時ブレーキ制御は、増圧リニア弁26の液漏れが設定程度以下であると認定された場合に行われるブレーキ制御であり、図2に示すブレーキ制御プログラムのS6において、図11にフローチャートを示す小漏れ時ブレーキ制御ルーチンが実行されることによって行われる。
増圧リニア弁26の液漏れが設定程度を超えていると認定された場合に行われる大漏れ時ブレーキ制御の一種である第1大漏れ時ブレーキ制御は、制御選択第1設定パラメータSET1が“1”とされている場合に行われる制御である。この制御は、図2に示すブレーキ制御プログラムのS8において、図13にフローチャートを示す第1大漏れ時ブレーキ制御ルーチンが実行されることによって行われる。
大漏れ時ブレーキ制御の別の一種である第2大漏れ時ブレーキ制御は、制御選択第1設定パラメータSET1が“2”とされている場合に行われるブレーキ制御である。この制御は、図2に示すブレーキ制御プログラムのS10において、図15にフローチャートを示す第2大漏れ時ブレーキ制御ルーチンが実行されることによって行われる。
大漏れ時ブレーキ制御のさらに別の一種である第3大漏れ時ブレーキ制御は、制御選択第1設定パラメータSET1が“3”とされている場合に行われる制御である。この制御は、図2に示すブレーキ制御プログラムのS11において、図18にフローチャートを示す第3大漏れ時ブレーキ制御ルーチンが実行されることによって行われる。
本液圧ブレーキシステムの制御装置であるブレーキECU30は、上記ブレーキ制御プログラムおよび第1,第2液漏れ検出処理プログラムの実行によって機能する各種の機能部を有すると考えることができる。具体的には、図22のブロック図に示すように、高圧源制御部150,弁制御部152,ブレーキ制御部154を備え、さらに、増圧リニア弁26の液漏れを検出する液漏れ検出部156を備えている。高圧源制御部150は、高圧源装置22、詳しくは、それが有するモータ92の作動を直接的に司る機能部と、弁制御部152は、増圧リニア弁26および減圧リニア弁28の作動を直接的に司る機能部と、それぞれ考えることができる。それに対し、ブレーキ制御部154は、それら高圧源制御部150,弁制御部152の指揮をとる機能部と考えることができる。
上記実施例の液圧ブレーキシステムは、調整圧が、パイロット圧として調圧器であるレギュレータ24に導入され、レギュレータ24からの供給圧であるサーボ圧がマスタシリンダ装置16に導入され、マスタシリンダ装置24からの供給圧であるマスタ圧がブレーキ装置12に導入されるように構成されている。請求可能発明の適用は、そのような構成のシステムに限定されない。例えば、レギュレータからのサーボ圧がマスタシリンダ装置を介さずに、直接ブレーキ装置に導入されるような構成のシステムであってもよい。また、レギュレータを設けずに、調整圧がサーボ圧として直接マスタシリンダ装置に導入されるシステムであってもよい。さらに、調整圧が直接ブレーキ装置に導入されるようなシステムであってもよい。つまり、アンチロックユニットを構成する1対の増圧弁,減圧弁が、増圧リニア弁,減圧リニア弁とされたようなシステムにも、請求可能発明は適用可能なのである。
Claims (20)
- 車両に設けられた液圧ブレーキシステムであって、
(a)車輪に設けられたブレーキ装置と、(b)低圧源から作動液を汲み上げて加圧するためのポンプと、そのポンプによって加圧された作動液を貯めるアキュムレータとを有し、高圧の作動液を供給する高圧源装置と、(c)その高圧源装置と低圧源との間に直列的に配設された電磁式増圧リニア弁および電磁式減圧リニア弁とを有し、それら増圧リニア弁と減圧リニア弁との間の作動液の圧力を調整する圧力調整弁装置と、(d)当該液圧ブレーキシステムの制御を司る制御装置とを備え、前記圧力調整弁装置によって調整された作動液の圧力である調整圧に依存した大きさのブレーキ力を、前記ブレーキ装置が発生させるように構成され、
制御装置が、
前記高圧源装置から供給される作動液の圧力である高圧源圧が設定下限圧を下回った場合に前記ポンプの作動を開始させ、設定上限圧を上回った場合に前記ポンプの作動を停止させることで、その高圧源圧を設定圧力範囲内に維持する制御である通常時高圧源制御を実行する高圧源制御部と、
前記調整圧が、前記ブレーキ装置が発生させるべきブレーキ力である必要ブレーキ力に応じた圧力となるように、それぞれ、前記増圧リニア弁および前記減圧リニア弁に供給される電力を調整する通常時増圧弁制御および通常時減圧弁制御を実行する弁制御部と、
前記増圧リニア弁の作動液の漏れが検出された場合に、その漏れに対処する液漏れ対処部と
を備え、
その液漏れ対処部が、設定程度を超えた前記増圧リニア弁の作動液の漏れに対処する大漏れ対処部を有する液圧ブレーキシステム。 - 前記大漏れ対処部が、
前記ブレーキ装置によるブレーキ力の発生が要求されていないブレーキ力非要求時において、前記高圧源制御部に、前記通常時高圧源制御に代えて、前記ポンプの駆動を制限するポンプ駆動制限制御を実行させるように構成された請求項1に記載の液圧ブレーキシステム。 - 前記高圧源制御部が、前記ポンプ駆動制限制御において、前記高圧源圧が前記設定圧力範囲内であるか否かに拘わらず前記ポンプの駆動を禁止することで、前記ポンプの駆動を制限するように構成された請求項2に記載の液圧ブレーキシステム。
- 前記高圧源制御部が、前記ポンプ駆動制限制御において、前記高圧源圧が前記設定上限圧より低く設定された大漏れ時上限圧を上回った場合に前記ポンプの駆動を停止させることで、前記ポンプの駆動を制限するように構成された請求項2に記載の液圧ブレーキシステム。
- 前記大漏れ時設定上限圧が、前記ブレーキ力非要求時において、前記ブレーキ装置によるブレーキ力が発生しない圧力として設定された請求項4に記載の液圧ブレーキシステム。
- 前記大漏れ対処部が、前記ブレーキ装置によるブレーキ力の発生が要求されているブレーキ力要求時において、前記高圧源制御部に、前記通常時高圧源制御に代えて、前記高圧源圧が前記設定圧力範囲内であるか否かに拘わらず前記ポンプを駆動するポンプ強制駆動制御を実行させるように構成された請求項2ないし請求項5のいずれか1つに記載の液圧ブレーキシステム。
- 前記大漏れ対処部が、前記ブレーキ装置によるブレーキ力の発生が要求されているブレーキ力要求時において、前記高圧源制御部に、前記通常時高圧源制御に代えて、前記ブレーキ装置が発生させるブレーキ力が前記必要ブレーキ力に達するまでは、前記ポンプを駆動し、そのブレーキ力がその必要ブレーキ力に達したときに前記ポンプの駆動を停止するポンプ調圧制御を実行させるように構成された請求項2ないし請求項5のいずれか1つに記載の液圧ブレーキシステム。
- 前記高圧源制御部が、前記ポンプ調圧制御において、前記必要ブレーキ力の変化の程度に応じて前記ポンプの駆動の程度を変更するように構成された請求項7に記載の液圧ブレーキシステム。
- 前記減圧リニア弁が開弁状態にあり、かつ、前記ポンプが駆動されている状態において、前記調整圧がある高さの残存圧となる程度の前記増圧リニア弁の作動液の漏れが生じる状況下、
前記大漏れ対処部が、
前記ブレーキ装置によるブレーキ力の発生が要求されているブレーキ力要求時において、
前記必要ブレーキ力が前記残存圧に応じたブレーキ力を超える場合には、前記高圧源制御部に、前記通常時高圧源制御に代えて、ブレーキ力が増加する過程において前記高圧源圧が前記設定圧力範囲内であるか否かに拘わらず前記ポンプを駆動するポンプ強制駆動制御を実行させるとともに、前記弁制御部に、前記通常時減圧弁制御に代えて、ブレーキ力が増加する過程においてもブレーキ力がその必要ブレーキ力となるように前記減圧リニア弁に供給される電力を調整する減圧弁調整制御を実行させ、
前記必要ブレーキ力が前記残存圧に応じたブレーキ力以下の場合には、前記高圧源制御部に、前記通常時高圧源制御に代えて、前記ブレーキ装置が発生させるブレーキ力が前記必要ブレーキ力に達するまでは、前記ポンプを駆動させ、そのブレーキ力がその必要ブレーキ力に達したときに前記ポンプの駆動を停止させるポンプ調圧制御を実行させるように構成された請求項2ないし請求項5のいずれか1つに記載の液圧ブレーキシステム。 - 前記液漏れ対処部が、さらに、前記設定程度を超えない前記増圧リニア弁の作動液の漏れに対処する小漏れ対処部を有する請求項1ないし請求項9のいずれか1つに記載の液圧ブレーキシステム。
- 前記小漏れ対処部が、前記高圧源制御部に、前記通常時高圧源制御に代えて、前記ポンプを設定駆動時間だけ設定時間間隔を空けて繰り返し駆動するポンプ間欠駆動制御を実行させるように構成された請求項10に記載の液圧ブレーキシステム。
- 前記小漏れ対処部が、前記高圧源制御部に、前記通常時高圧源制御に代えて、前記ブレーキ装置によるブレーキ力の発生が要求されていないブレーキ力非要求時において、前記ポンプを設定駆動時間だけ設定時間間隔を空けて繰り返し駆動するポンプ間欠駆動制御を、前記ブレーキ装置によるブレーキ力の発生が要求されているブレーキ力要求時において、前記高圧源圧が前記設定圧力範囲内であるか否かに拘わらず前記ポンプを駆動するポンプ強制作動制御を、それぞれ実行させるように構成された請求項10に記載の液圧ブレーキシステム。
- 前記設定程度が、
前記増圧リニア弁が閉弁状態にあり、かつ、前記減圧リニア弁が開弁状態にある場合において、ブレーキ力の発生が推認される前記増圧リニア弁の作動液の漏れの程度として設定されている請求項1ないし請求項12のいずれか1つに記載の液圧ブレーキシステム。 - 当該液圧ブレーキシステムが、前記増圧リニア弁の作動液の漏れを検出する液漏れ検出部を備え、前記液漏れ対処部が、その液漏れ検出部による検出の結果に基づいて、前記増圧リニア弁の作動液の漏れに対処するように構成された請求項1ないし請求項13のいずれか1つに記載の液圧ブレーキシステム。
- 前記液漏れ検出部が、前記車両が停車している状態において前記減圧リニア弁を閉弁状態とし、そのときにおける、ブレーキ力を指標するブレーキ力指標の変化に基づいて、前記増圧リニア弁の作動液の漏れを検出するように構成された請求項14に記載の液圧ブレーキシステム。
- 前記液漏れ検出部が、前記ブレーキ装置によるブレーキ力の発生が要求されていないブレーキ力非要求時における前記高圧源圧の変化に基づいて、前記増圧リニア弁の作動液の漏れを検出するように構成された請求項14または請求項15に記載の液圧ブレーキシステム。
- 前記液漏れ検出部が、前記ブレーキ力非要求時における前記ポンプの駆動中の前記高圧源圧の上昇の程度に基づいて、前記増圧リニア弁の作動液の漏れを検出するように構成された請求項16に記載の液圧ブレーキシステム。
- 前記液漏れ検出部が、前記ブレーキ力非要求時における前記ポンプの非駆動中の前記高圧源圧の下降の程度に基づいて、前記増圧リニア弁の作動液の漏れを検出するように構成された請求項16または請求項17に記載の液圧ブレーキシステム。
- 当該液圧ブレーキシステムが、
パイロット室を有し、前記高圧源装置から供給される作動液を、そのパイロット室の作動液の圧力であるパイロット圧に応じた圧力に調整して供給する調圧器を備え、
前記増圧リニア弁が前記高圧源装置と前記パイロット室との間に、前記減圧リニア弁が前記パイロット室と低圧源との間に、それぞれ配設されることで、前記圧力調整弁装置が、前記パイロット圧を前記調整圧として調整するものであり、
前記調圧器から供給される作動液の圧力である調圧器供給圧に依存した大きさのブレーキ力を、前記ブレーキ装置が発生させるように構成された請求項1ないし請求項18のいずれか1つに記載の液圧ブレーキシステム。 - 当該液圧ブレーキシステムが、
ブレーキ操作部材が連結され、前記調整圧若しくはその調整圧に応じた圧力の作動液を受け入れ、前記ブレーキ操作部材に加えられる運転者の操作力に依存せずに前記受け入れた作動液の圧力に依存して加圧した作動液を前記ブレーキ装置に供給するマスタシリンダ装置を有し、
そのマスタシリンダ装置から前記ブレーキ装置に供給される作動液の圧力であるマスタ圧に依存した大きさのブレーキ力を、前記ブレーキ装置が発生させるように構成された請求項1ないし請求項19のいずれか1つに記載の液圧ブレーキシステム。
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PCT/JP2012/055808 WO2013132609A1 (ja) | 2012-03-07 | 2012-03-07 | 液圧ブレーキシステム |
US14/381,869 US9199622B2 (en) | 2012-03-07 | 2012-03-07 | Hydraulic brake system |
DE112012005989.1T DE112012005989T5 (de) | 2012-03-07 | 2012-03-07 | Hydraulisches Bremssystem |
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WO2013183551A1 (ja) * | 2012-06-04 | 2013-12-12 | 日野自動車 株式会社 | 自動制動制御装置 |
JP6199760B2 (ja) * | 2014-01-31 | 2017-09-20 | 株式会社アドヴィックス | 車両制御装置 |
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JP6296387B2 (ja) * | 2014-03-25 | 2018-03-20 | 日立オートモティブシステムズ株式会社 | ブレーキ装置 |
CN106458167B (zh) | 2014-05-20 | 2021-04-27 | 爱皮加特股份公司 | 用于车辆制动器的操纵系统和用于运行该操纵系统的方法 |
DE102014214869A1 (de) * | 2014-07-29 | 2016-02-04 | Robert Bosch Gmbh | Verfahren zum Betreiben einer Bremseinrichtung, Steuergerät |
CN104590228B (zh) * | 2014-09-25 | 2017-05-17 | 浙江万向精工有限公司 | 一种辅助制动系统压力调节方法 |
DE102014225958A1 (de) * | 2014-12-16 | 2016-06-16 | Continental Teves Ag & Co. Ohg | Bremsanlage für ein Kraftfahrzeug |
DE102016215293A1 (de) * | 2016-08-17 | 2018-02-22 | Robert Bosch Gmbh | Verfahren zur Ermittlung einer Leckage in einem hydraulischen Bremssystem |
KR102347683B1 (ko) * | 2017-02-02 | 2022-01-05 | 현대자동차주식회사 | 차량용 제동 장치 |
JP6819550B2 (ja) * | 2017-11-17 | 2021-01-27 | トヨタ自動車株式会社 | 車両用制動力制御装置 |
DE102018212064A1 (de) * | 2018-07-19 | 2020-01-23 | Robert Bosch Gmbh | Verfahren zur Fahrerassistenz, bei dem ein Fahrzeug ein Fahrmanöver automatisch ausführt, sowie Steuer- und Regeleinrichtung für eine Bremseinrichtung eines Fahrzeugs |
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