WO2014157513A1 - 車両用ブレーキ制御装置 - Google Patents
車両用ブレーキ制御装置 Download PDFInfo
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- WO2014157513A1 WO2014157513A1 PCT/JP2014/058846 JP2014058846W WO2014157513A1 WO 2014157513 A1 WO2014157513 A1 WO 2014157513A1 JP 2014058846 W JP2014058846 W JP 2014058846W WO 2014157513 A1 WO2014157513 A1 WO 2014157513A1
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- WIPO (PCT)
- Prior art keywords
- pressure
- wheel
- target
- fluid pressure
- filter
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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
- B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
- B60T8/17—Using electrical or electronic regulation means to control braking
- B60T8/175—Brake regulation specially adapted to prevent excessive wheel spin during vehicle acceleration, e.g. for traction control
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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
- B60T13/662—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
- 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
- B60T8/363—Electromagnetic valves specially adapted for anti-lock brake and traction control systems in hydraulic 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
- 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
-
- 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
Definitions
- the present invention makes traction control by making the brake fluid pressure (W / C pressure) applied to the wheel cylinder (hereinafter referred to as W / C) of each wheel follow a target pressure by driving a pump in a hydraulic circuit by a motor.
- W / C brake fluid pressure
- the present invention relates to a vehicle brake control device that executes vehicle braking control such as
- Patent Document 1 proposes a vehicle brake control device capable of pump-pressurizing the W / C pressure.
- the motor provided in the hydraulic circuit drives the pump to drive the motor, and the W / C pressure is increased based on the discharge operation of the brake fluid by the pump.
- this vehicle brake control device as traction control, by applying W / C of a slipping wheel and applying a braking force, the wheel on the opposite side provided on the same axle as the wheel is applied.
- the transmission of the driving force can be performed, and the control equivalent to the differential lock for obtaining traction can be performed such that the wheel speed difference between all the left and right and front and rear is suppressed.
- Patent Document 2 when performing pump pressurization by driving the motor, the required hydraulic pressure change gradient, which is a difference obtained by subtracting the previous target pressure from the current target pressure, reduces the motor operation frequency.
- a vehicle brake control device is disclosed that is configured to turn off the motor drive within a specified range.
- the W / C pressure becomes the target pressure if the pressure boosting capability by pump pressurization is low. It takes time to reach.
- An object of the present invention is to provide a brake control device for a vehicle which can suppress that the W / C pressure can not be appropriately increased due to the low pressure boosting performance.
- the brake fluid pressure generated in the fluid pressure braking mechanism (4, 5) by the fluid pressure control means (10, 11, 20, 30 to 33, 40) A fluid pressure increase filter (S115) having a fluid pressure setting means (50) for setting a target pressure to be a control target, the fluid pressure setting means adjusting the increase in the target pressure with respect to the change on the side of increasing the target pressure.
- a hydraulic pressure reduction filter (S125, S130) for adjusting the reduction of the target pressure with respect to the change on the side to decrease the target pressure, and the effect of suppressing the change of the target pressure by the hydraulic pressure increase filter It is characterized in that a filter adjustment process is performed in which the effect of suppressing the change in the target pressure by the filter is set lower.
- the brake fluid pressure of the fluid pressure braking mechanism can be sufficiently raised even when the pressure boosting ability of the pump pressurization is high as well as when the pressure boosting ability is low, and the brake fluid pressure of the fluid pressure braking mechanism can be responsive. Can reach the target pressure. Therefore, it is possible to suppress that the brake fluid pressure of the fluid pressure braking mechanism can not be appropriately increased due to the low pressure boosting performance.
- the fluid pressure control means has a pressure boosting performance lower than that in the normal control state in which the pressurization of the brake fluid pressure generated in the fluid pressure braking mechanism is controlled with the normal pressure boosting performance and the normal control state. It is characterized in that the brake fluid pressure can be pressurized with the suppression control state, and the fluid pressure setting means executes the filter adjustment processing in the suppression control state.
- the boost performance is lower in the suppression control state compared to the normal control state. Therefore, if the filter adjustment process is performed in such a case, it is preferable because the brake fluid pressure of the fluid pressure braking mechanism can be made to reach the target pressure with good responsiveness.
- the fluid pressure control means has the effect of suppressing the change in the target pressure by the fluid pressure increase filter and the target pressure by the fluid pressure reduction filter in comparison with the normal control state in the restraining control state. It is characterized in that the filter adjustment processing is executed so that the difference between the change suppression effects becomes large.
- the brake hydraulic pressure of the hydraulic pressure braking mechanism can be made to reach the target pressure with good responsiveness.
- the target pressure is a slip of each wheel determined based on a wheel inertia moment (I) which is an inertia moment of a rotating member of the vehicle including the wheels and an angular velocity ( ⁇ ) of the rotating member. It is characterized in that it is set in proportion to the torque (DSlipTrq **).
- the target pressure can be made faster by calculating the slip torque (DSlipTrq **) by feed forward based on the rotational motion equation, instead of feeding back the brake hydraulic pressure actually generated in the hydraulic braking mechanism. It can be set.
- the target pressure is calculated based on the driving torque (TRQ **) for driving the wheels, the vehicle acceleration torque calculated from the longitudinal acceleration (Gx) of the vehicle, and the traveling resistance torque. It is characterized in that it is set in proportion to the wheel excess torque (Surplus Trq **).
- the target pressure can be set more quickly.
- the fluid pressure setting means suppresses the change of the target pressure by the fluid pressure increase filter and reduces the fluid pressure
- the present invention is characterized in that the filter adjustment processing is executed so that the difference in the suppression effect of the change in the target pressure by the filter becomes small.
- the change on the reduction side of the target pressure may be made faster. For this reason, with respect to the time when the wheel is slipping, the effect of suppressing the change of the target pressure by the hydraulic pressure increase filter and the effect of suppressing the change of the target pressure by the hydraulic pressure reduction filter are more effective when the wheel is gripping May be reduced.
- the hydraulic pressure setting means when the speed of the vehicle is high with respect to when the speed of the vehicle is low, has the effect of suppressing the change of the target pressure by the hydraulic pressure increase filter and the hydraulic pressure reduction filter. It is characterized in that the filter adjustment processing is executed so that the difference in the suppression effect of the change in the target pressure becomes small.
- the invention set forth in claim 8 is characterized in that the fluid pressure setting means sets the target pressure to an actual fluid pressure equivalent value determined based on the brake fluid pressure when the slip of the wheel is in the decreasing direction.
- the target pressure is set to the brake hydraulic pressure equivalent value to reduce the target pressure to the brake hydraulic pressure equivalent value, and an excessive braking force is generated to cause the driver to While being able to prevent feeling of a drag feeling, control performance is securable by sufficient damping
- FIG. 1 is a schematic view of a vehicle brake control device according to a first embodiment of the present invention. It is a block diagram showing the relation of the control system of the brake control device for vehicles. It is the flowchart which showed the detail of target pressure setting processing. It is a time chart when traction control is performed by the conventional method. It is a time chart when traction control is performed by the method of 1st Embodiment. It is a time chart in each case at the time of not performing and target hydraulic pressure reset processing which are explained by other embodiments. It is the flowchart which showed the detail of the target pressure setting processing including the target fluid pressure reset processing explained by other embodiments. It is the flowchart which showed the detail of the target pressure setting process which included the target hydraulic pressure reset process following Fig.7 (a).
- FIG. 1 is a schematic view of a vehicle brake control apparatus according to an embodiment of the present invention
- FIG. 2 is a block diagram showing a control system of the vehicle brake control apparatus. The basic configuration of the vehicle brake control device of the present embodiment will be described with reference to these drawings.
- the second piping system also has the same configuration. Further, here, in the case where the vehicle brake control device according to the present embodiment is applied to a vehicle constituting a fluid pressure circuit of front and back piping including a front wheel system piping system and a rear wheel system piping system in a front wheel drive vehicle. Although it demonstrates, it is also applicable to X piping etc.
- the brake pedal 1 is connected to the booster 2, and the brake pedal force and the like are boosted by the booster 2.
- the booster 2 has a push rod or the like for transmitting the boosted depression force to the master cylinder (hereinafter referred to as M / C) 3, and this push rod is connected to the master piston disposed on the M / C 3.
- M / C pressure is generated by pressing.
- the M / C pressure is transmitted to the W / C 4 for the left front wheel FL and the W / C 5 for the right front wheel FR via the brake fluid pressure control actuator that performs antilock brake (hereinafter referred to as ABS) control and the like. Be done.
- the master reservoir 3a is connected to the M / C 3 so that the brake fluid can be supplied into the M / C 3 or the surplus brake fluid in the M / C 3 can be stored.
- the W / Cs 4 and 5 correspond to a fluid pressure braking mechanism that generates a braking force based on the brake fluid pressure, and the brake fluid pressure control actuator generates the brake fluid pressure generated in the fluid pressure braking mechanism. It corresponds to the fluid pressure control means to control.
- the vehicle brake control device includes a pipe line (main pipe line) A connected to the M / C 3.
- This pipe line A together with the check valve 20a, is an electronic control apparatus for brake control shown in FIG.
- the differential pressure control valve 20 controlled by the brake ECU 50 is provided.
- the conduit A is divided into two parts by the differential pressure control valve 20.
- the pipeline A is a pipeline A1 which receives M / C pressure between the M / C 3 and the differential pressure control valve 20, and between the differential pressure control valve 20 to each W / C 4, 5 It is divided into conduit A2.
- differential pressure control valve 20 is normally in communication, when the W / C 4 and 5 generate a W / C pressure higher than the M / C pressure or during traction control, the M / C side A predetermined differential pressure is generated between the C side and the C side (differential pressure state).
- the pipe line A2 is branched into two, one of which is provided with a pressure increase control valve 30 for controlling the pressure increase of the brake fluid pressure to W / C4, and the other has brake fluid to W / C5.
- a pressure increase control valve 31 is provided to control the pressure increase.
- the pressure increase control valves 30 and 31 are configured as two-position valves whose communication and cutoff states can be controlled by the brake ECU 50. When the pressure increase control valves 30, 31 are controlled to be in the communication state, it is possible to apply the M / C pressure or the brake fluid pressure by the discharge of the pump 10 described later to the respective W / Cs 4, 5. These pressure increase control valves 30, 31 are normally open valves controlled to be in a continuous communication state at the time of normal braking when vehicle braking control such as ABS control or traction control is not executed.
- the pressure increase control valves 30, 31 are provided with safety valves 30a, 31a in parallel, respectively, and the brake fluid is removed from the W / C 4, 5 side when the brake control is stopped and the ABS control is finished. It has become.
- a line (intake line) B is connected between the pressure increase control valves 30, 31 and the W / Cs 4, 5 in the line A.
- pressure reduction control valves 32 and 33 which can control the communication / disconnection state by the brake ECU 50 are respectively disposed.
- the pressure reducing control valves 32 and 33 are normally closed valves that are always shut off in the normal braking state (during ABS non-operation).
- conduit B is connected to the first reservoir hole 40 a of the pressure control reservoir 40. And, at the time of ABS control etc., it is possible to control the brake fluid pressure in W / C 4 and 5 by flowing the brake fluid to the pressure control reservoir 40 through the pipeline B, and prevent each wheel from becoming a lock tendency. It is like that.
- a rotary pump 10 is disposed in a pipe line (auxiliary pipe line) C that connects between the differential pressure control valve 20 and the pressure increase control valves 30, 31 of the pipe line A and the first reservoir hole 40a of the pressure control reservoir 40. It is done.
- the discharge port side of the rotary pump 10 is provided with a safety valve 10a so that the brake fluid does not reversely flow.
- a motor 11 is connected to the rotary pump 10, and the rotary pump 10 is driven by the motor 11.
- a conduit (auxiliary conduit) D is provided so as to connect the second reservoir hole 40b of the pressure control reservoir 40 and the M / C 3.
- the pressure control reservoir 40 supplies the brake fluid to the rotary pump 10 while adjusting the differential pressure between the brake fluid pressure in the reservoir and the M / C pressure.
- Each of the first and second reservoir holes 40a and 40b provided in the pressure control reservoir 40 is in communication with the reservoir chamber 40c.
- the first reservoir hole 40 a is connected to the conduit B and the conduit C, and receives the brake fluid discharged from the W / C 4 and 5 and supplies the brake fluid to the suction side of the rotary pump 10.
- the second reservoir hole 40b is connected to the conduit D to receive the brake fluid from the M / C 3 side.
- a valve body 41 configured of a ball valve or the like is disposed on the inner side of the reservoir hole 40a.
- the valve body 41 separates from and attaches to the valve seat 42 to control the blocking of communication between the conduit D and the reservoir chamber 40 c or adjust the distance between the valve seat 42 and the reservoir chamber 40 c.
- the pressure difference between the internal pressure and the M / C pressure is adjusted.
- a rod 43 having a predetermined stroke for moving the valve body 41 up and down is provided separately from the valve body 41.
- a piston 44 interlocked with the rod 43, and a spring 45 for generating a force for pushing the piston 44 toward the valve body 41 to push out the brake fluid in the reservoir chamber 40c. It is equipped.
- the valve body 41 when a predetermined amount of brake fluid is stored, the valve body 41 is seated on the valve seat 42 so that the brake fluid does not flow into the pressure control reservoir 40. . Therefore, the brake fluid does not flow into the reservoir chamber 40c more than the suction capacity of the rotary pump 10, and no high pressure is applied to the suction side of the rotary pump 10.
- the brake ECU 50 is a portion that corresponds to a fluid pressure setting unit that controls the control system of the vehicle brake control device.
- the brake ECU 50 is constituted by a microcomputer provided with a CPU, a ROM, a RAM, an I / O and the like, performs various calculations in accordance with a program stored in the ROM and the like, and performs vehicle braking in which motor drive such as ABS control and traction control is performed. Execute control.
- the brake ECU 50 receives various detection signals, calculates various physical quantities, and detects a vehicle traveling state based on a driver operation. Specifically, the brake ECU 50 receives detection signals from the wheel speed sensors 51a to 51d provided on the wheels FL to RR and the acceleration sensor 53 for detecting the acceleration in the longitudinal direction of the vehicle. Then, for example, the brake ECU 50 obtains the wheel speed, the wheel acceleration, the vehicle speed (estimated vehicle body speed), and the longitudinal acceleration of the vehicle based on the detection signals. In addition, the brake ECU 50 acquires information on the drive torque of each wheel from an ECU (for example, an engine ECU) of the drive system. And based on these, vehicle braking control such as ABS control and traction control is executed.
- vehicle braking control such as ABS control and traction control is executed.
- the ABS control it is determined whether to execute the control, and it is determined whether the W / C pressure of the wheel to be controlled is increased, maintained, or reduced.
- traction control it is determined whether or not control is to be performed, and the W / C pressure to be generated in the W / C of the wheel to be controlled is determined.
- the brake ECU 50 controls the control valves 20, 30 to 33 and the motor 11.
- the motor 11 is turned on and the pump 10 is driven while the differential pressure control valve 20 is in the differential pressure state.
- the brake fluid pressure on the downstream side (W / C side) of the differential pressure control valve 20 is increased based on the differential pressure generated by the differential pressure control valve 20.
- the W / C 5 is not pressurized and the increase corresponding to the left front wheel FL to be a control target wheel
- a desired W / C pressure is generated in the W / C 4 by supplying no current to the pressure control valve 30 or adjusting the amount of current flow (for example, duty control).
- the vehicle brake control device of the present embodiment is configured. Next, the specific operation of the vehicle brake control device will be described.
- vehicle braking control such as ABS control and traction control can be executed in addition to the normal brake, but the basic operation of these is similar to that of the prior art. For this reason, a method of setting a target pressure of the motor 11 driven at the time of traction control related to the feature of the present invention will be described here.
- the W / C pressure is generated by pump pressurization during traction control.
- the pressure boosting performance is not sufficient compared to the pressure reducing performance, so if W / C pressure boosting and depressurization are repeated by traction control, W / C The pressure can not be sufficiently increased, and the slip can not be sufficiently suppressed.
- the hydraulic pressure increase filter when changing the W / C pressure to the pressure increase side and the hydraulic pressure when changing to the pressure reduction side A drop filter is provided. Then, the filter adjustment processing makes the suppression effect of the target pressure change by the hydraulic pressure increase filter smaller than the suppression effect of the target pressure change by the hydraulic pressure decrease filter, rapidly changes the target pressure to the pressure increase side, and decreases the pressure decrease side. Make it change slowly. As a result, even if the pressure boosting ability by pump pressurization is low, the target pressure is difficult to lower, so the target pressure is maintained even when the pressure boosting and depressurizing are repeated, and the pressure is actually increased at the next pressure boosting. It is possible to quickly raise the W / C pressure (hereinafter referred to as the actual W / C pressure) generated to the target pressure.
- the actual W / C pressure hereinafter referred to as the actual W / C pressure
- the motor 11 is not turned on continuously during traction control, but the motor 11 is turned on when necessary, and turned off otherwise. You can also For example, when the actual W / C pressure reaches the target pressure, the driving of the motor 11 can be stopped, and when the target pressure increases again, the driving of the motor 11 can be turned on. In that case, it takes time for the actual W / C pressure to reach the target pressure particularly when the pressure boosting ability by the pump pressurization is low. Even in the case of performing such control, it is possible to make the actual W / C pressure reach the target pressure more quickly by providing the hydraulic pressure increase filter and the hydraulic pressure decrease filter as described above. .
- FIG. 3 is a flowchart showing details of the target pressure setting process executed by the brake ECU 50 according to the present embodiment.
- the target pressure setting process will be described in detail with reference to this figure.
- the target pressure setting process when acceleration slip occurs and traction control is executed, for example, the difference between the vehicle speed and the target vehicle speed set by adding a predetermined control threshold to the vehicle speed is traction control. When the start threshold is exceeded, it is executed every predetermined control cycle.
- step 100 input processing is performed.
- various information used for traction control is acquired.
- the wheel speeds VWFR, VWFL, VWRR and VWRL of each wheel are calculated based on the detection signals of the wheel speed sensors 51a to 51d.
- each wheel acceleration DVWFR, DVWFL, DVWRR, DVWRL is calculated from the differential value of each wheel speed VWFR, VWFL, VWRR, VWRL (for example, the difference between the current value and the previous value).
- the longitudinal acceleration Gx of the vehicle is acquired based on the detection signal of the acceleration sensor 53, and the drive torques TRQFR, TRQFL, TRQRR, and TRQRL of each wheel are acquired from the drive system.
- step 105 basic arithmetic processing is performed.
- the control amount of the W / C pressure required to suppress the acceleration slip of each wheel that is, the required wheel acceleration slip fluid pressure DSLIP_P ** corresponding to the target pressure is calculated.
- DSLIP_P ** is any one of FL, FR, RL, and RR, and means a code corresponding to the wheel to be controlled.
- each wheel acceleration slip necessary hydraulic pressure DSLIP_P ** drive torque calculation and wheel slip feedback calculation are performed, and each wheel acceleration is performed by performing control amount calculation using these calculation results. Determine the slip required fluid pressure DSLIP_P **.
- each wheel acceleration slip torque DSlipTrq ** is calculated.
- a target pressure serving as a control amount is calculated according to the difference between the target vehicle speed and the vehicle speed and the acceleration, and when the W / C pressure is controlled to follow the target pressure, The generated actual W / C pressure is fed back to set the next control amount.
- the target pressure can be set more quickly by calculating each wheel acceleration slip torque DSlipTrq ** by feedforward based on the rotational motion equation, instead of feeding back the actual W / C pressure. .
- the lower limit guard is performed with the minimum value being 0 [Nm].
- the control amount corresponding to the case where the acceleration slip continues is calculated by feeding back the acceleration slip. That is, if acceleration slip continues, for example, the friction coefficient of the brake pad and tire performance may have changed, so the acceleration slip is fed back to cope with this case, and the target pressure is changed by that amount. It is preferable to make it rise. Therefore, the control amount to be fed back is calculated according to the change caused by the acceleration slip.
- required by this control cycle. Specifically, the slip control amount torque SlipFB ** (n-1) obtained in the previous control cycle is added with a value obtained by multiplying the slip amount SlipVW ** by a control gain set in advance. The slip control amount torque SlipFB ** (n) ( SlipFB ** (n-1) + SlipVW ** ⁇ control gain) is calculated. In this way, wheel slip feedback calculation is performed.
- each wheel slip suppression torque SlipControlTrq ** which is a torque necessary to suppress the slip of each wheel. Specifically, the smaller one of each wheel acceleration slip torque DSlipTrq ** and each wheel surplus torque SurplusTrq ** calculated in the drive torque calculation is added to the slip control amount torque SlipFB ** (n). , Each wheel slip suppression torque SlipControlTrq ** is calculated. That is, a target pressure proportional to each wheel acceleration slip torque DSlipTrq ** and each wheel surplus torque SurplusTrq ** is set.
- each wheel slip suppression torque SlipControlTrq ** is hydraulically converted to calculate each wheel acceleration slip necessary hydraulic pressure DSLIP_P **.
- each wheel slip suppression torque SlipControlTrq ** may be variable as the vehicle speed increases.
- the conversion coefficient used at the time of liquid pressure conversion can also be reduced so that the brake torque can be reduced as the vehicle speed increases. In this manner, the control amount calculation is performed, and the basic calculation processing is completed.
- step 110 filter adjustment processing is performed to adjust the filter coefficients K1 of the hydraulic pressure increase filter and the hydraulic pressure decrease filter.
- each wheel acceleration slip necessary hydraulic pressure DSLIP_P ** calculated in the current control cycle is finally set in the previous control cycle
- Each wheel acceleration slip necessary hydraulic pressure DSLIP_P ** Filter after filtering It is determined whether it is less than (n-1).
- DSLIP_P ** Filter (n-1) the value set in step 150 described later in the previous control cycle is used.
- the current control is to decrease or increase the target pressure.
- the determination is negative, the side is increased, and if the determination is positive, the side is decreased.
- the process proceeds to step 115, and the filter coefficient K1 is set to a large value, for example 1.0, so that the target pressure rises faster. That is, on the side where the target pressure is increased, the effect of suppressing the target pressure change by the hydraulic pressure increase filter is reduced so that the change in the target pressure becomes faster. Also, the grip time obtained by measuring the time during which the acceleration slip is settled and the wheel ** is in the grip state is updated to zero. Thereafter, the process proceeds to step 140 described later.
- step 120 it is determined whether the slip amount SlipVW ** is less than zero.
- the slip amount SlipVW ** is less than 0, the slip substantially fits and is in the grip state.
- step 120 when a negative determination is made in step 120, the process proceeds to step 125, and since the slip is not settled, the filter coefficient K1 is set to a small value, for example, 0.01, and the decrease in target pressure is suppressed. To be able to That is, on the side where the target pressure is reduced, the effect of suppressing the target pressure change by the hydraulic pressure reduction filter is made larger than that of the hydraulic pressure increase filter so that the change of the target pressure is delayed. Thereafter, the process proceeds to step 140.
- the filter coefficient K1 is set to a small value, for example, 0.01, and the decrease in target pressure is suppressed.
- step 120 the process proceeds to step 130, and the filter coefficient K1 is acquired based on the grip time.
- the filter coefficient K1 is set larger than before the acceleration slip is settled, so that the change of the target pressure becomes faster. That is, as the filter adjustment processing, when the wheel is gripping while the wheel is slipping, the suppression effect of the change of the target pressure by the hydraulic pressure increase filter and the suppression of the change of the target pressure by the hydraulic pressure decrease filter Make the difference between the effects smaller.
- the filter coefficient K1 gradually increases as the grip time increases, and when the grip time is short, the filter coefficient K1 decreases and the target pressure decreases gradually. .
- the relationship between the grip time and the filter coefficient K1 is obtained in advance by experiments etc. For example, as shown in the figure, the filter coefficient K1 becomes 0.01 until the grip time reaches a certain time, and the grip will occur when the certain time passes. As the time increases, the filter coefficient K1 is increased and gradually approaches one. Then, the process proceeds to step 135, increments the grip time by one, and then proceeds to step 140.
- a filter coefficient K2 corresponding to the vehicle speed V0 is set.
- the vehicle speed increase is achieved by reducing the conversion coefficient when converting each wheel slip suppression torque SlipControlTrq ** into a hydraulic pressure.
- the filter coefficient K2 is made to be larger as the vehicle speed V0 becomes larger.
- step 145 the filter coefficient K1 set in steps 115, 125, and 135 is compared with the filter coefficient K2 set in step 140, and the larger one is set as the final filter coefficient K. .
- step 150 the wheel acceleration slip necessary hydraulic pressure DSLIP_P ** Filter (n) of the control cycle of this time is calculated.
- each wheel acceleration slip necessary fluid pressure DSLIP_P ** Filter (n) can be calculated.
- filtering by a first-order low-pass filter is shown here, filtering by another method, for example, filtering by a Butterworth filter may be performed.
- the brake ECU 50 controls the control valves 20 and 30 to 33 and the motor 11 so as to obtain the target pressure obtained as described above. Thereby, the acceleration slip of the drive wheel which becomes a control object wheel is suppressed.
- 4 and 5 are time charts when traction control is performed by the conventional method and the method of the present embodiment.
- the target pressure is set accordingly, and control of the motor, control valve, etc. is executed. And the W / C pressure is generated.
- the W / C pressure can be increased / decreased with high responsiveness according to the increase of the wheel speed when the pressure increase capacity by pump pressurization is high, but the response according to the increase of the wheel speed when the pressure increase capacity is low You can not increase or decrease the W / C pressure with good sex. Therefore, the acceleration slip can not be sufficiently suppressed, and the intended traction control can not be performed.
- the motor operation frequency by controlling the motor drive on / off so that the motor is turned on when raising the W / C pressure and the motor is turned off when lowering the W / C pressure. In such a case, it takes time from the start of driving of the motor to the suction and discharge operation of the brake fluid from the pump. Therefore, the W / C pressure can not be increased or decreased responsively if the pressure boosting capability by the pump pressurization is low.
- the target pressure is set accordingly.
- the control of the control valve or the like is executed to generate the W / C pressure.
- the target pressure at this time is rapidly changed to the side of increasing the W / C pressure, and is slowly changed to the pressure reducing side. Therefore, even if the target pressure is decreased after the actual W / C pressure increases following the target pressure, it decreases only gradually. Therefore, when the target pressure is increased next time, the W / C pressure is increased. Less pressure is required to raise the pressure to the target pressure. Therefore, the W / C pressure can be increased sufficiently even when the boosting ability is high, as well as when the boosting ability is low, so that the W / C pressure can reach the target pressure with good responsiveness. .
- the traction control in the traction control, different filters are provided on the target pressure increasing side and the target pressure decreasing side, that is, the fluid pressure increase filter and the fluid pressure decrease filter are provided. Then, the suppression effect of the target pressure change by the hydraulic pressure increase filter is made smaller than the suppression effect of the target pressure change by the hydraulic pressure decrease filter, the target pressure is rapidly changed to the side to increase, and changed to the side to decrease. It is like that.
- the W / C pressure can be increased sufficiently even when the boosting ability is high, as well as when the boosting ability is low, so that the W / C pressure can reach the target pressure with good responsiveness. . Therefore, it is possible to suppress that the W / C pressure can not be appropriately increased due to the low boosting performance.
- the W / C pressure can be accurately increased, the braking force can be generated with good responsiveness even when the tire is in a state where slip and grip are repeated, for example, on a dirt road. For this reason, even when the pressure boosting capability of the pump pressurization is low, it is possible to obtain sufficient running ability.
- each wheel acceleration slip torque DSlipTrq ** and each wheel surplus torque SurplusTrq ** is added to the slip control amount torque SlipFB ** (n) in step 105 of FIG. 3.
- Each wheel slip suppression torque SlipControlTrq ** is calculated.
- each wheel slip suppression torque SlipControlTrq ** may be calculated by using only one of them and adding one to the slip control amount torque SlipFB ** (n).
- the target pressure can be set accurately based on this. Therefore, when each wheel excess torque SurplusTrq ** can be accurately obtained in a system capable of grasping the drive torque TRQ ** of each wheel, the brake torque corresponding to the surplus can be accurately obtained, so the target pressure is decreased. It is not necessary to make the target pressure change slower by increasing the suppression effect of the side hydraulic pressure reduction filter.
- each wheel acceleration slip necessary fluid pressure DSLIP_P ** Filter (n) is calculated by converting the torque to fluid pressure, but even if control is performed using torque, it is substantially It means the same thing as performing control based on the target pressure after hydraulic pressure conversion.
- filter adjustment is performed so that the suppression effect of the target pressure change by the hydraulic pressure increase filter becomes smaller compared to the hydraulic pressure decrease filter so that the pressure increase performance of the pump pressurization can be coped with.
- the process has been carried out, it is of course possible to carry out the filter adjustment process regardless of the boosting performance of the pump pressurization.
- the pump pressurization is performed in the normal control state where control is performed with the normal boost performance and the suppression control state where the boost performance is lower than that, for example, the motor 11 is continuously turned on (full on) and when the on control is performed. As compared with the case of full on, the step-up performance is lowered when the on / off control is performed.
- the filter adjustment process when performing the on / off control, because the brake fluid pressure of the fluid pressure braking mechanism can be made to reach the target pressure with good response. Furthermore, while the filter adjustment processing is performed in both the normal control state where pump pressurization is controlled by the normal boost performance and the suppression control state where the boost performance is lower than that, the latter case is compared to the former case. The difference between the suppression effect of the change of the target pressure by the fluid pressure increase filter and the suppression effect of the change of the target pressure by the fluid pressure decrease filter may be increased. Also in this case, not only in the normal control state but also in the suppression control state, the brake hydraulic pressure of the hydraulic pressure braking mechanism can be made to reach the target pressure with good responsiveness.
- traction control is described as an example of control for causing the W / C pressure to follow the target pressure, but in the case of vehicle braking control in which the target pressure repeatedly increases and decreases, other control
- the present invention is also applicable to
- the target fluid pressure reset process may be performed to reduce the required wheel acceleration slip necessary fluid pressure DSLIP_P ** Filter to be the target fluid pressure.
- the value for reducing each wheel acceleration slip necessary fluid pressure DSLIP_P ** Filter that becomes the target fluid pressure in the target fluid pressure reset process is not limited to the actual W / C pressure WC **, but the actual W / C pressure WC ** It may be an actual hydraulic pressure equivalent value obtained by adding or subtracting a predetermined deviation including 0 to.
- the actual W / C pressure WC ** may be detected directly by installing a pressure sensor in the pipeline A2 connected to each W / C4, 5 or W / C4, 5 or pressure increase / decrease time Alternatively, an estimated value obtained by a known method based on the output of the differential pressure control valve 20 or the motor output may be used.
- the target fluid pressure reset process can be realized by adding the simple determination process of steps 160 to 175 to the flow of FIG. 3 as shown in FIG. Specifically, it is determined at step 160 whether the wheel acceleration DV ** is smaller than zero. When an affirmative determination is made in step 160, the acceleration slip of the wheel is in a decreasing direction, and further, in step 165, whether or not each wheel acceleration slip necessary hydraulic pressure DSLI_P ** is larger than the actual W / C pressure WC ** Determine This prevents each wheel acceleration slip necessary fluid pressure DSLI_P ** from being set large.
- step 165 If the determination in step 165 becomes affirmative, the process proceeds to step 170, sets the actual W / C pressure WC ** to each wheel acceleration slip necessary hydraulic pressure DSLIP_P **, and further sets 1 to the filter coefficient K1 in step 175. , Move to step 140.
- each wheel acceleration slip necessary hydraulic pressure DSLIP_P ** is once set to the actual W / C pressure WC **, and becomes the target hydraulic pressure.
- Each wheel acceleration slip necessary fluid pressure DSLIP_P ** Filter is also set to be the actual W / C pressure WC **.
- each wheel acceleration slip necessary hydraulic pressure DSLIP_P ** has decreased to the actual W / C pressure WC **, so the hydraulic pressure reduction filter is reduced as in the above embodiment. It is set so as to prevent an excessive decrease in hydraulic pressure.
- the other operations are the same as the above embodiment shown in FIG.
- the brake ECU 50 corresponds to the fluid pressure setting means in the present invention, and the steps shown in each drawing correspond to the functional units that execute various processes.
- a portion that executes the process of step 115 corresponds to a hydraulic pressure increase filter
- a portion that executes the process of steps 125 and 130 corresponds to a hydraulic pressure decrease filter.
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Abstract
Description
図1に、本発明の一実施形態にかかる車両用ブレーキ制御装置の概略図を示すと共に、図2に車両用ブレーキ制御装置の制御系の関係を表したブロック図を示す。これらの図を参照して、本実施形態の車両用ブレーキ制御装置の基本構成について説明する。
本発明は上記した実施形態に限定されるものではなく、特許請求の範囲に記載した範囲内において適宜変更が可能である。
Claims (8)
- 車両の各車輪に設けられ、ブレーキ液圧に基づいて制動力を発生させる液圧制動機構(4、5)と、
ポンプ(10)および当該ポンプを駆動するモータ(11)を有し、前記モータ(11)を駆動して前記ポンプを動作させることで、前記液圧制動機構に発生させるブレーキ液圧を任意の液圧に制御する液圧制御手段(10、11、20、30~33、40)と、
前記液圧制御手段により前記液圧制動機構に発生させるブレーキ液圧の制御目標とする目標圧を設定する液圧設定手段(50)と、を有し、
前記液圧設定手段は、前記目標圧を増加させる側の変化に対して前記目標圧の増加を調整する液圧増加フィルタ(S115)と、前記目標圧を減少させる側の変化に対して前記目標圧の減少を調整する液圧低下フィルタ(S125、S130)とを備え、前記液圧増加フィルタによる前記目標圧の変化の抑制効果を前記液圧低下フィルタによる前記目標圧の変化の抑制効果よりも低く設定するフィルタ調整処理を実行することを特徴とする車両用ブレーキ制御装置。 - 前記液圧制御手段は、前記液圧制動機構に発生させるブレーキ液圧の加圧を通常の昇圧性能で制御する通常制御状態と、前記通常制御状態よりも昇圧性能が低い抑制制御状態とを有して前記ブレーキ液圧の加圧を行え、
前記液圧設定手段は、前記抑制制御状態のときに前記フィルタ調整処理を実行することを特徴とする請求項1に記載の車両用ブレーキ制御装置。 - 前記液圧制御手段は、前記液圧制動機構に発生させるブレーキ液圧の加圧を通常の昇圧性能で制御する通常制御状態と、前記通常制御状態よりも昇圧性能が低い抑制制御状態とを有して前記ブレーキ液圧の加圧を行え、
前記液圧設定手段は、前記抑制制御状態のときに前記通常制御状態と比較して、前記液圧増加フィルタによる前記目標圧の変化の抑制効果と前記液圧低下フィルタによる前記目標圧の変化の抑制効果の差が大きくなるように前記フィルタ調整処理を実行することを特徴とする請求項1または2に記載の車両用ブレーキ制御装置。 - 前記目標圧は、前記車輪を含む車両の回転部材の慣性モーメントである車輪慣性モーメント(I)と前記回転部材の角速度(α)とに基づいて求められた各車輪のスリップトルク(DSlipTrq**)に比例して設定されることを特徴とする請求項1ないし3のいずれか1つに記載の車両用ブレーキ制御装置。
- 前記目標圧は、前記車輪を駆動する駆動トルク(TRQ**)と車両の前後加速度(Gx)から演算した車両加速度トルクと、走行抵抗トルクとに基づいて演算される車輪の余剰トルク(SurplusTrq**)に比例して設定されることを特徴とする請求項1ないし3のいずれか1つに記載の車両用ブレーキ制御装置。
- 前記液圧設定手段は、前記車輪がスリップしているときに対して、前記車輪がグリップしているときには、前記液圧増加フィルタによる前記目標圧の変化の抑制効果と前記液圧低下フィルタによる前記目標圧の変化の抑制効果の差が小さくなるように前記フィルタ調整処理を実行することを特徴とする請求項1ないし5のいずれか1つに記載の車両用ブレーキ制御装置。
- 前記液圧設定手段は、前記車両の速度が低いときに対して、前記車両の速度が高いときには、前記液圧増加フィルタによる前記目標圧の変化の抑制効果と前記液圧低下フィルタによる前記目標圧の変化の抑制効果の差が小さくなるように前記フィルタ調整処理を実行することを特徴とする請求項1ないし6のいずれか1つに記載の車両用ブレーキ制御装置。
- 前記液圧設定手段は前記車輪のスリップが減少方向にあるときには、前記目標圧を前記ブレーキ液圧に基づいて定められた実液圧相当値に設定することを特徴とする請求項1ないし7のいずれか1つに記載の車両用ブレーキ制御装置。
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