WO2014184840A1 - ブレーキ装置 - Google Patents
ブレーキ装置 Download PDFInfo
- Publication number
- WO2014184840A1 WO2014184840A1 PCT/JP2013/063269 JP2013063269W WO2014184840A1 WO 2014184840 A1 WO2014184840 A1 WO 2014184840A1 JP 2013063269 W JP2013063269 W JP 2013063269W WO 2014184840 A1 WO2014184840 A1 WO 2014184840A1
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- WIPO (PCT)
- Prior art keywords
- ecu
- electronic control
- pressure
- hydraulic pressure
- actuator
- 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
- 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
- B60T8/88—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 with failure responsive means, i.e. means for detecting and indicating faulty operation of the speed responsive control means
- B60T8/885—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 with failure responsive means, i.e. means for detecting and indicating faulty operation of the speed responsive control means using electrical circuitry
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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
- 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
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
- B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
- B60T8/34—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition
- B60T8/40—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition comprising an additional fluid circuit including fluid pressurising means for modifying the pressure of the braking fluid, e.g. including wheel driven pumps for detecting a speed condition, or pumps which are controlled by means independent of the braking system
- B60T8/4072—Systems in which a driver input signal is used as a control signal for the additional fluid circuit which is normally used for braking
- B60T8/4081—Systems with stroke simulating devices for driver input
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T2270/00—Further aspects of brake control systems not otherwise provided for
- B60T2270/40—Failsafe aspects of brake control systems
- B60T2270/402—Back-up
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T2270/00—Further aspects of brake control systems not otherwise provided for
- B60T2270/60—Regenerative braking
- B60T2270/604—Merging friction therewith; Adjusting their repartition
Definitions
- the present invention relates to a brake device applied to a vehicle including a regenerative braking device that generates a regenerative braking force.
- a brake device applied to a vehicle including a regenerative braking device that generates a regenerative braking force on a wheel by converting the kinetic energy of the wheel into electric energy and collecting it in a battery is known.
- This brake device is a fluid that controls the fluid pressure of the disc brake unit provided in each wheel and the wheel cylinder provided in the disc brake unit in order to generate the braking force that is insufficient by the regenerative braking force by the friction braking force.
- a pressure control actuator and an electronic control unit that controls the operation of the hydraulic control actuator hereinafter, the electronic control unit is referred to as an ECU) are provided.
- the hydraulic pressure control actuator includes, for example, a power hydraulic pressure source having a pump and an accumulator, a control valve for adjusting the hydraulic pressure output from the power hydraulic pressure source, and the like.
- the ECU calculates the target total braking force of the wheel based on the brake operation amount, and sets the braking force obtained by subtracting the regenerative braking force generated by the regenerative braking device from the target total braking force as the target friction braking force. Then, the operation of the hydraulic pressure control actuator is controlled so that the hydraulic pressure of the wheel cylinder follows the target hydraulic pressure set corresponding to the target friction braking force.
- the brake control that is generated by combining the regenerative braking force and the friction braking force is called regenerative cooperative brake control.
- such a brake device has a function to maintain the stability of the vehicle.
- the brake device is anti-lock control (referred to as ABS) that suppresses the lock of the wheel during braking to ensure the stability of the vehicle, and suppresses the slip of the driving wheel during acceleration to ensure the stability of the vehicle.
- ABS anti-lock control
- TRC traction control
- VSC vehicle attitude stability control
- the hydraulic pressure in the wheel cylinders of each wheel is individually adjusted. It has a function to do.
- regenerative cooperative brake control and vehicle stability control are performed by one hydraulic actuator and one ECU that controls the hydraulic actuator.
- ABS regenerative cooperative brake control and vehicle stability control
- a hydraulic pressure control actuator divided into a regenerative cooperative brake control actuator and a vehicle stability control actuator is also known.
- the actuator for regenerative cooperative brake control fails or if the ECU that controls the regenerative cooperative brake control actuator fails, the braking function of the wheels may be degraded.
- the present invention has been made to solve the above-described problem, and an object of the present invention is to suppress a reduction in the braking function of the wheel at the time of the failure.
- the feature of the present invention that solves the above problem is applied to a vehicle equipped with a regenerative braking device (10) that generates regenerative braking force by converting kinetic energy of rotating wheels into electrical energy and collecting it in a battery.
- a regenerative braking device 10 that generates regenerative braking force by converting kinetic energy of rotating wheels into electrical energy and collecting it in a battery.
- a master cylinder (42) that outputs hydraulic fluid pressure according to the driver's brake operation
- a wheel cylinder (52) that is provided for each wheel and that generates friction braking force by operating a friction member by hydraulic fluid pressure.
- a first actuator (110) provided in a hydraulic fluid passage between the master cylinder and the wheel cylinder and capable of adjusting a hydraulic pressure supplied to the wheel cylinder, and set according to a brake operation amount The operation of the first actuator is controlled so that a hydraulic pressure capable of generating a target friction braking force obtained by subtracting the regenerative braking force generated by the regenerative braking device from the target total braking force is output from the first actuator.
- a first hydraulic control device (100) having a first electronic control device (120), and the first actuator and the wheel cylinder.
- a second actuator (210) that is provided in the hydraulic fluid passage of the vehicle and capable of increasing or decreasing the hydraulic pressure of the wheel cylinder, and when it is necessary to maintain the stability of the vehicle, the second actuator is operated to A second hydraulic control device (200) having a second electronic control device (220) for individually controlling the hydraulic pressure of each wheel cylinder so as to maintain the stability of the first electronic control device and the first electronic control device.
- Communication connection means (300) for connecting two electronic control devices to each other so that they can communicate with each other, wherein the second electronic control device detects an abnormality of the first hydraulic pressure control device via the communication connection means.
- Detection means (S51) and backup means for assisting braking of the wheel by operating the second actuator according to the brake operation amount when an abnormality of the first hydraulic pressure control device is detected. It lies in having a 46) and.
- the present invention includes a first hydraulic pressure control device and a second hydraulic pressure control device, performs regenerative cooperative brake control by the first hydraulic pressure control device, and performs vehicle stability control by the second hydraulic pressure control device.
- the first hydraulic pressure control device is provided in a hydraulic fluid passage between the master cylinder and the wheel cylinder and is capable of adjusting a hydraulic pressure supplied to the wheel cylinder, and a first actuator that controls the operation of the first actuator.
- an electronic control unit is provided in a hydraulic fluid passage between the master cylinder and the wheel cylinder and is capable of adjusting a hydraulic pressure supplied to the wheel cylinder, and a first actuator that controls the operation of the first actuator.
- an electronic control unit The first electronic control unit generates a hydraulic pressure that can generate a target friction braking force obtained by subtracting a regenerative braking force generated by the regenerative braking device from a target total braking force set according to a brake operation amount. To control the operation of the first actuator.
- the brake operation amount may be a physical amount that changes according to the driver's brake operation.
- the brake operation amount can be obtained by detecting the brake pedal stroke, the hydraulic pressure of the master cylinder, the depression force of the pedal, and the like.
- the first actuator includes, for example, a power hydraulic pressure source and a control valve that adjusts the hydraulic pressure output from the power hydraulic pressure source, and the hydraulic pressure output from the first actuator is reduced to the target friction by the operation of the wheel cylinder.
- the control valve is controlled by the first electronic control unit so that the hydraulic pressure can generate the braking force. Thereby, the target total braking force can be generated on the wheels.
- the second hydraulic pressure control device is provided separately from the first hydraulic pressure control device, and is provided in a hydraulic fluid passage between the first actuator and the wheel cylinder, and a second actuator capable of increasing or decreasing the hydraulic pressure of the wheel cylinder. And a second electronic control unit that controls the operation of the second actuator.
- the second electronic control device individually controls the hydraulic pressure of each wheel cylinder so as to maintain the stability of the vehicle by operating the second actuator when it is necessary to maintain the stability of the vehicle.
- the second actuator includes a pressurizing unit that pressurizes the hydraulic fluid of the wheel cylinder, and a decompression unit that depressurizes the hydraulic fluid of the wheel cylinder. It supplies to each wheel cylinder, and adjusts the hydraulic pressure of each wheel cylinder individually using a pressurizing means and a pressure reducing means at the time of operation. Thereby, the stability of the vehicle can be maintained.
- the first electronic control unit and the second electronic control unit are communicably connected via a communication connection unit.
- a communication connection unit for example, a CAN communication system in which various types of information are exchanged between control devices provided in the vehicle may be used.
- the second electronic control device includes an abnormality detection means and a backup means.
- the abnormality detection means detects an abnormality of the first hydraulic pressure control device via the communication connection means.
- the backup means assists braking of the wheel by operating the second actuator according to the brake operation amount.
- the first hydraulic pressure control device fails, the first actuator outputs the hydraulic pressure output from the master cylinder to the second actuator as it is. In this case, the braking force of the wheels is insufficient. Therefore, the backup means activates the second actuator and supplies the hydraulic pressure corresponding to the brake operation amount to the wheel cylinder to assist the braking of the wheel.
- the second actuator includes a pressure sensor (125) that detects a hydraulic pressure output from the first actuator, and the backup means controls the hydraulic pressure detected by the pressure sensor. Based on this, the second actuator is operated to assist braking of the wheel.
- the second actuator includes a pressure sensor that detects the hydraulic pressure output from the first actuator.
- the pressure sensor outputs a signal corresponding to the brake operation amount when the first hydraulic pressure control device is out of order.
- the backup means assists braking of the wheel by operating the second actuator based on the hydraulic pressure detected by the pressure sensor. Therefore, according to the present invention, the second hydraulic pressure control device alone can detect the driver's brake operation amount and perform the backup control.
- Another feature of the present invention includes a stroke sensor (124) that detects a stroke of a brake pedal operated by a driver, and the stroke sensor sends a detection signal to the first electronic control device and the second electronic control device. In addition to outputting, power is supplied from the first electronic control device and the second electronic control device.
- a stroke sensor is provided, and a detection signal of the stroke sensor is output to the first electronic control device and the second electronic control device.
- the stroke sensor is supplied with power from the first electronic control device and the second electronic control device, the power supply line for receiving power supply from one electronic control device is temporarily disconnected. In addition, the power supply to the stroke sensor can be maintained.
- the stroke sensor includes two sensor elements that detect the stroke and two signal output terminals (Tout1, Tout2) that output detection signals of the sensor elements.
- the signal output terminal is electrically connected to the first electronic control device, and the other signal output terminal is electrically connected to the second electronic control device.
- the stroke sensor includes two sensor elements and two signal output terminals for outputting detection signals of the sensor elements.
- the signal output terminal of one sensor element is electrically connected to the first electronic control device, and the signal output terminal of the other sensor element is electrically connected to the second electronic control device. If the stroke sensor is normal, the detection values of the two sensor elements are the same.
- the detection values of the two sensor elements can be compared. Presence / absence can be determined.
- one electronic control device may acquire the detection value of the other electronic control device via the communication connection means, and determine whether the stroke sensor is abnormal based on a comparison of the two detection values.
- a stroke sensor used in a brake device has two sensor elements and two signal output terminals as described above. Therefore, in the present invention, the conventional stroke sensor is used as it is ( The abnormality determination can be performed without increasing the number of signal output terminals.
- Another feature of the present invention is a power supply control for temporarily stopping power supply from one of the first electronic control device and the second electronic control device to the stroke sensor.
- the present invention includes power supply control means and disconnection inspection means in order to detect disconnection of the power supply connection line.
- the power supply control means temporarily stops the power supply from one of the first electronic control device and the second electronic control device to the stroke sensor.
- the first electronic control unit transmits a command to temporarily stop power supply to the stroke sensor to the second electronic control unit via the communication connection unit.
- the power supply from the second electronic control unit to the stroke sensor is temporarily stopped.
- the second electronic control device corresponds to one electronic control device and the first electronic control device corresponds to the other electronic control device, but the first electronic control device is one electronic control device, and the second The electronic control device may be the other electronic control device.
- the disconnection inspection means supplies power from the other electronic control unit to the stroke sensor based on a detection signal input to the other electronic control unit in a state where power supply from one electronic control unit to the stroke sensor is stopped. Perform disconnection inspection of the power connection line to be supplied. In this case, if the power connection line for supplying power to the stroke sensor from the other electronic control device is disconnected, the stroke sensor is not supplied with power, and the detection signal of the stroke sensor becomes an abnormal value. By utilizing this fact, it is possible to inspect the disconnection of the power connection line. Therefore, according to the present invention, the disconnection of the power connection line of the stroke sensor can be satisfactorily inspected.
- Another feature of the present invention is that, when communication between the first electronic control unit and the second electronic control unit is disabled, any of the first electronic control unit and the second electronic control unit Power supply control means (S123) when communication is disabled to temporarily stop power supply from one electronic control device to the stroke sensor, and power supply from the one electronic control device to the stroke sensor.
- Power supply control means (S123) when communication is disabled to temporarily stop power supply from one electronic control device to the stroke sensor, and power supply from the one electronic control device to the stroke sensor.
- operation stop determination means for determining whether or not the operation of the other electronic control device is stopped based on a detection signal input to the one electronic control device (S124, S125, S127).
- the power supply control means when communication is not possible, when communication between the first electronic control device and the second electronic control device is disabled, electronic control of either the first electronic control device or the second electronic control device
- the power supply from the device to the stroke sensor is temporarily stopped.
- the first electronic control device temporarily stops the power supply to its own stroke sensor. Thereby, the power supply from the first electronic control unit to the stroke sensor is temporarily stopped.
- the first electronic control device corresponds to one electronic control device
- the second electronic control device corresponds to the other electronic control device
- the second electronic control device is one electronic control device
- the first The electronic control device may be the other electronic control device.
- the operation stop determining means stops the operation of the other electronic control unit based on the detection signal input to the one electronic control unit in a state where the power supply from one electronic control unit to the stroke sensor is stopped. It is determined whether or not.
- the operation of the other electronic control unit is stopped, the power supply from the other electronic control unit to the stroke sensor should be stopped.
- the detection signal of the stroke sensor input to one of the electronic control devices is out of the proper range. Therefore, based on this detection signal, it can be estimated that the cause of the communication failure is that the other electronic control device has stopped operating.
- the other electronic control unit when the other electronic control unit is operating normally, the power supply from the other electronic control unit to the stroke sensor should be performed.
- the detection signal of the stroke sensor input to one of the electronic control devices falls within an appropriate range. Therefore, based on this detection signal, it can be estimated that the cause of the communication failure is due to a failure of the communication connection means.
- the cause when communication between the first electronic control device and the second electronic control device is disabled, the cause is a communication partner, whether the cause is a failure of the communication connection means. It can be determined whether the electronic control device is caused to stop operating. Therefore, it is possible to perform an appropriate treatment according to the cause determination result.
- FIG. 1 shows a schematic configuration of a regenerative cooperative brake control system including a brake device according to the present embodiment.
- the brake device of this embodiment is applied to a front-wheel drive hybrid vehicle including a hybrid system 10 that controls two types of power sources, that is, a motor 2 that is supplied with power from a battery 1 and a gasoline engine 3.
- a hybrid system 10 that controls two types of power sources, that is, a motor 2 that is supplied with power from a battery 1 and a gasoline engine 3.
- the left and right front wheels are generated by rotating the motor 2 using the kinetic energy of the wheels to generate power and regenerating the generated power in the battery 1.
- Regenerative braking force can be generated in WFL and WFR.
- the hybrid vehicle includes a hydraulic brake system 20 that generates friction braking force between the left and right front wheels WFL and WFR and the left and right rear wheels WRL and WRR so as to compensate for the shortage of the regenerative braking force generated by the hybrid system 10. ing.
- This hydraulic brake system 20 corresponds to the brake device of the present invention.
- the output shaft of the gasoline engine 3 and the output shaft of the motor 2 are connected to the planetary gear 4.
- the rotation of the output shaft of the planetary gear 4 is transmitted to the left and right front wheel axles 7L and 7R via the speed reducer 5, whereby the left and right front wheels WFL and WFR are rotationally driven.
- the motor 2 is connected to the battery 1 via the inverter 6.
- the motor 2 and the gasoline engine 3 are driven and controlled by a hybrid electronic control unit 8 (referred to as a hybrid ECU 8).
- the hybrid ECU 8 is a control device that includes a microcomputer as a main part and has an input / output interface, a drive circuit, a communication interface, and the like, and is connected to the hydraulic brake system 20 so as to be able to communicate with each other.
- the hybrid ECU 8 controls driving of the gasoline engine 3 and the motor 2 based on signals from sensors (not shown) that detect the amount of depression of the accelerator pedal, the position of the shift lever, the state of charge of the battery, and the like.
- the hybrid ECU 8 when the hybrid ECU 8 receives the regenerative braking request command transmitted from the hydraulic brake system 20, the hybrid ECU 8 causes the motor 2 to function as a generator to generate a regenerative braking force.
- the kinetic energy of the rotating wheels is transmitted to the output shaft of the motor 2 via the front wheel axles 7L and 7R, the speed reducer 5, and the planetary gear 4, and the motor 2 is rotated to generate electric power.
- the collected electric power is collected by the battery 1 via the inverter 6.
- the braking torque generated by the motor 2 is used as the braking torque of the front wheels WFL and WFR.
- the hydraulic brake system 20 includes a brake pedal 30, a master cylinder unit 40, a first hydraulic pressure control unit 100, a second hydraulic pressure control unit 200, and a disc provided on each wheel. Brake units 50FR, 50FL, 50RR, 50RL are provided.
- the first hydraulic pressure control unit 100 includes a first hydraulic pressure control actuator 110 (hereinafter referred to as a first actuator 110) and a first electronic control unit 120 (hereinafter referred to as a first ECU 120).
- the second hydraulic pressure control unit 200 includes a second hydraulic pressure control actuator 210 (hereinafter referred to as a second actuator 210) and a second electronic control unit 220 (hereinafter referred to as a second ECU 220).
- the first hydraulic pressure control unit 100 corresponds to the first hydraulic pressure control device of the present invention
- the second hydraulic pressure control unit 200 corresponds to the second hydraulic pressure control device of the present invention.
- the first hydraulic pressure control unit 100 and the second hydraulic pressure control unit 200 are provided separately.
- the disc brake units 50FR, 50FL, 50RR, and 50RL include brake disc rotors 51FR, 51FL, 51RR, and 51RL, and brake calipers 53FR, 53FL, 53RR, and 53RL.
- the brake calipers 53FR, 53FL, 53RR, 53RL are provided with wheel cylinders 52FR, 52FL, 52RR, 52RL.
- “FL” is added to the reference sign for the member related to the braking of the left front wheel
- “FR” is added to the reference sign for the member related to the braking of the right front wheel
- the rear left “RL” is added to the reference numeral for a member related to wheel braking
- “RR” is added to the reference sign for a member related to braking of the right rear wheel.
- a member related to braking of the left and right front wheels is denoted by “Fr”
- a member associated with braking of the left and right rear wheels is denoted by “Rr”.
- “FL”, “FR”, “RR”, “RR”, “Fr”, and “Rr” may be omitted.
- Each wheel cylinder 52 is connected to the second actuator 210 provided in the second hydraulic pressure control unit 200, and the hydraulic pressure of the hydraulic fluid supplied from the second actuator 210 is transmitted.
- Each wheel cylinder 52 is operated by the hydraulic pressure of the supplied hydraulic fluid and presses a brake pad (friction member) against the brake disc rotor 51 that rotates together with the wheel W to generate a braking force on the wheel W.
- the master cylinder unit 40 includes a booster 41, a master cylinder 42, and a master reservoir 43.
- the booster 41 for example, assists the depressing operation force of the brake pedal 30 at a predetermined rate by using the air pressure (negative pressure) in the intake pipe when the engine (not shown) is operating, and the assisting operation force is applied to the master cylinder 42.
- the master cylinder 42 includes a first pressurizing chamber 44 and a second pressurizing chamber 45.
- the master cylinder 42 pressurizes the hydraulic fluid by the pressurizing piston moving forward by the depressing operation force of the brake pedal 30 that is assisted, and the master cylinder 42 is independently provided in the first pressurizing chamber 44 and the second pressurizing chamber 45. Generate cylinder pressure.
- the first pressurizing chamber 44 supplies the generated master cylinder pressure to the first actuator 110 via the first master pipe 61.
- the second pressurizing chamber 45 supplies the generated master cylinder pressure to the first actuator 110 via the second master pipe 62.
- the master cylinder pressure in the first pressurizing chamber 44 and the master cylinder pressure in the second pressurizing chamber 45 are equal.
- the master reservoir 43 is provided in the upper part of the master cylinder 42 and stores the hydraulic fluid at atmospheric pressure. In the master cylinder 42, the first pressurizing chamber 44 and the second pressurizing chamber 45 communicate with the master reservoir 43 when the depression operation of the brake pedal 30 is released and the pressurizing piston is retracted. Yes.
- the master reservoir 43 is connected to the first actuator 110 via a supply pipe 63 and a return pipe 64.
- the first actuator 110 includes a power hydraulic pressure generator 70.
- the power hydraulic pressure generator 70 includes a pump 71 and an accumulator 72.
- the pump 71 has a suction port connected to the supply pipe 63, a discharge port connected to the accumulator 72, and pressurizes the hydraulic fluid by driving the motor 73.
- the accumulator 72 converts the pressure energy of the hydraulic fluid pressurized by the pump 71 into the pressure energy of an enclosed gas such as nitrogen and stores it.
- the first actuator 110 includes a main passage 21Fr connected to the first master pipe 61, a main passage 21Rr connected to the second master pipe 62, and a passage through which the power hydraulic pressure generator 70 outputs a high hydraulic pressure.
- the main passage 21Fr is connected to the second actuator 210 via a connecting pipe 65Fr.
- the main passage 21Rr is connected to the second actuator 210 via a connecting pipe 65Rr.
- a master cut valve 79Fr is provided in the middle of the main passage 21Fr.
- a master cut valve 79Rr is provided in the middle of the main passage 21Rr.
- the master cut valve 79Fr and the master cut valve 79Rr are normally open electromagnetic on-off valves that are closed only when the solenoid is energized.
- the master cut valve 79Fr is in the closed state, the flow of the hydraulic fluid between the first pressurizing chamber 44 of the master cylinder 42 and the second actuator 210 is blocked, and when the master cut valve 79Fr is in the open state.
- the flow of hydraulic fluid between the first pressurizing chamber 44 and the second actuator 210 is allowed in both directions.
- the simulator passage 25 branched from the upstream side of the master cut valve 79Fr is provided in the main passage 21Fr.
- a stroke simulator 75 is connected to the simulator passage 25 via a simulator cut valve 76.
- the simulator cut valve 76 is a normally closed electromagnetic on-off valve that is opened only when the solenoid is energized. When the simulator cut valve 76 is in the closed state, the flow of hydraulic fluid between the main passage 21Fr and the stroke simulator 75 is interrupted, and when the simulator cut valve 76 is in the open state, the main passage 21Fr and the stroke simulator 75 are closed. Is allowed to flow in both directions.
- the stroke simulator 75 When the simulator cut valve 76 is in an open state, the stroke simulator 75 introduces an amount of hydraulic fluid corresponding to the amount of brake operation to enable the stroke operation of the brake pedal 30, and also adjusts the amount of pedal operation. Generate appropriate reaction force to improve the driver's brake operation feeling.
- the branch hydraulic pressure source passage 23Fr is connected to a pressure increasing linear control valve 77Fr on the upstream side and a pressure reducing linear control valve 78Fr on the downstream side.
- a pressure regulation passage 26Fr is branched and provided at a portion of the branch hydraulic pressure source passage 23Fr that is downstream of the pressure-increasing linear control valve 77Fr and upstream of the pressure-decreasing linear control valve 78Fr.
- the other end of the pressure adjusting passage 26Fr is connected to the downstream side of the master cut valve 79Fr in the main passage 21Fr.
- the downstream side of the pressure-reducing linear control valve 78Fr is connected to the return passage 24.
- the branch hydraulic pressure source passage 23Rr is connected to the pressure increasing linear control valve 77Rr on the upstream side and the pressure reducing linear control valve 78Rr on the downstream side.
- a pressure regulation passage 26Rr is branched from a portion of the branch hydraulic pressure source passage 23Rr that is downstream of the pressure-increasing linear control valve 77Rr and upstream of the pressure-decreasing linear control valve 78Rr.
- the other end of the pressure adjusting passage 26Rr is connected to the downstream side of the master cut valve 79Rr in the main passage 21Rr.
- the downstream side of the pressure-reducing linear control valve 78Rr is connected to the return passage 24.
- the master cylinder 42 side is referred to as an upstream side
- the wheel cylinder 52 side or the master reservoir 43 and the pressure regulating reservoir 88 side is referred to as a downstream side.
- the pressure-increasing linear control valves 77Fr and 77Rr and the pressure-decreasing linear control valves 78Fr and 78Rr are opened by the force f1 that the spring biases the valve body in the valve closing direction and the pressure difference between the upstream side and the downstream side.
- the electromagnetic force that maintains the valve closed state by the valve closing force (f1-f2) that is the difference from the fluid pressure f2 biased in the valve direction and opens the valve element generated by energizing the solenoid is It is a normally closed electromagnetic linear control valve that opens at an opening degree corresponding to the balance of the forces acting on the valve body when the valve force is exceeded. Therefore, by controlling the energization amount (current value) to the solenoid, the opening of the valve body can be adjusted, and the hydraulic pressure in the pressure adjusting passage 26 can be continuously changed.
- the first actuator 110 includes an accumulator pressure sensor 121, a master pressure sensor 122, a control pressure sensor 123Fr, and a control pressure sensor 123Rr.
- the accumulator pressure sensor 121 outputs a detection signal representing the hydraulic pressure of the main hydraulic pressure source passage 22, that is, the hydraulic pressure output from the power hydraulic pressure generator 70.
- the master pressure sensor 122 outputs a detection signal indicating the hydraulic pressure supplied from the first pressurizing chamber 44 of the master cylinder 42.
- the control pressure sensor 123Fr outputs a detection signal representing the hydraulic pressure in the pressure adjusting passage 26Fr, that is, the hydraulic pressure adjusted by the pressure-increasing linear control valve 77Fr and the pressure-decreasing linear control valve 78Fr.
- the control pressure sensor 123Rr outputs a detection signal representing the hydraulic pressure in the pressure adjusting passage 26Rr, that is, the hydraulic pressure adjusted by the pressure-increasing linear control valve 77Rr and the pressure-decreasing linear control valve 78Rr.
- the second actuator 210 includes a main passage 31Fr connected to the connecting pipe 65Fr, a main passage 31Rr connected to the connecting pipe 65Rr, an individual passage 32FR and an individual passage 32FL provided by branching from the main passage 31Fr.
- the main passage 31Rr is provided with an individual passage 32RR and an individual passage 32RL that are branched from the main passage 31Rr.
- the individual passage 32FR is connected to the wheel cylinder 52FR via an individual pipe 66FR, and the individual passage 32FL is connected to the wheel cylinder 52FL via an individual pipe 66FL.
- the individual passage 32RR is connected to the wheel cylinder 52RR via the individual piping 66RR, and the individual passage 32RL is connected to the wheel cylinder 52RL via the individual piping 66RL.
- a main cut valve 81Fr is provided in the middle of the main passage 31Fr.
- a main cut valve 81Rr is provided in the middle of the main passage 31Rr.
- the main cut valves 81Fr and 81Rr are normally open solenoid valves that maintain a valve open state when the solenoid is not energized, and depending on the pressure difference between the upstream side and the downstream side of the valve body by energizing the solenoid. It is a control valve that has a different opening (differential pressure state).
- the main cut valves 81Fr and 81Rr can control not only the valve body but also the pressure difference obtained by subtracting the downstream pressure from the upstream pressure by controlling the energization amount to the solenoid.
- a check valve 82 is provided in parallel with the main cut valve 81Fr and the main cut valve 81Rr. Each check valve 82 bypasses the main cut valve 81, allows the flow from the upstream side to the downstream side of the main cut valve 81, and blocks the flow in the reverse direction.
- the individual passage 32FR, the individual passage 32FL, the individual passage 32RR, and the individual passage 32RL are provided with a pressure increasing valve 83FR, a pressure increasing valve 83FL, a pressure increasing valve 83RR, and a pressure increasing valve 83RL, respectively.
- Each pressure increasing valve 83 is a normally open electromagnetic on-off valve that is closed only when the solenoid is energized.
- the individual passage 32FR, the individual passage 32FL, the individual passage 32RR, and the individual passage 32RL are provided with a check valve 84 in parallel with the pressure increase valve 83FR, the pressure increase valve 83FL, the pressure increase valve 83RR, and the pressure increase valve 83RL.
- Each check valve 84 bypasses the pressure increasing valve 83 to allow the flow from the downstream side to the upstream side of the pressure increasing valve 83 and blocks the flow in the reverse direction.
- the individual passage 32FR, the individual passage 32FL, the individual passage 32RR, and the individual passage 32RL include a pressure increasing valve 83FR, a pressure increasing valve 83FL, a pressure increasing valve 83RR, an individual reservoir passage 33FR, an individual reservoir passage 33FL, and an individual reservoir passage from the downstream side of the pressure increasing valve 83RL.
- 33RR and the individual reservoir passage 33RL are branched.
- the individual reservoir passage 33FR, the individual reservoir passage 33FL, the individual reservoir passage 33RR, and the individual reservoir passage 33RL are provided with a pressure reducing valve 85FR, a pressure reducing valve 85FL, a pressure reducing valve 85RR, and a pressure reducing valve 85RL.
- Each pressure reducing valve 85 is a normally closed electromagnetic on-off valve that is opened only when the solenoid is energized.
- the individual reservoir passage 33FR and the individual reservoir passage 33FL are connected to the reservoir passage 34Fr.
- the individual reservoir passage 33RR and the individual reservoir passage 33RL are connected to the reservoir passage 34Rr.
- the pressure adjusting reservoir 88Fr is connected to the reservoir passage 34Fr. Further, a pressure regulating reservoir 88Rr is connected to the reservoir passage 34Rr. Therefore, when the pressure reducing valves 85FR and 85FL are opened, the hydraulic fluid in the wheel cylinders 52FR and 52FL can be returned to the pressure regulating reservoir 88Fr to reduce the hydraulic pressure in the wheel cylinders 52FR and 52FL. Further, when the pressure reducing valves 85RR and 85RL are opened, the hydraulic fluid in the wheel cylinders 52RR and 52RL can be returned to the pressure regulating reservoir 88Rr to reduce the hydraulic pressure in the wheel cylinders 52RR and 52RL.
- a pump 86Fr is provided in the middle of the pump passage 35Fr, and a pump 86Rr is provided in the middle of the pump passage 35Rr. The pump 86Fr pumps up the hydraulic fluid stored in the pressure adjusting reservoir 88Fr and supplies it to the individual passages 32FR and 32FL.
- the pump 86Rr pumps up the hydraulic fluid stored in the pressure regulating reservoir 88Rr and supplies it to the individual passages 32RF and 32RL.
- a check valve 89 is provided on the discharge side of each pump 86Fr, 86Rr. Each check valve 89 opens when the differential pressure between its upstream side (the pump 86 side) and the downstream side exceeds a predetermined pressure, and allows the flow of hydraulic fluid only in the discharge direction of the pump 86. It is a valve.
- One end of a supply passage 36Fr is connected to the main passage 31Fr at a position upstream of the main cut valve 81Fr.
- the other end of the supply passage 36Fr is connected to the pressure regulating reservoir 88Fr via the regulating valve 90Fr.
- one end of a supply passage 36Rr is connected to the main passage 31Rr at a position upstream of the main cut valve 81Rr.
- the other end of the supply passage 36Rr is connected to the pressure regulating reservoir 88Rr via the regulating valve 90Rr.
- Each regulating valve 90 is provided in the upper part of the pressure regulation reservoir 88, and a valve body moves according to the position of the piston provided in the pressure regulation reservoir 88, and switches between a valve opening state and a valve closing state.
- the regulating valve 90 opens only when the hydraulic fluid in the pressure regulating reservoir 88 is equal to or less than the set amount, and the flow of hydraulic fluid from the first actuator 110 to the pressure regulating reservoir 88 is allowed.
- the flow of hydraulic fluid from the first actuator 110 to the pressure regulating reservoir 88 is permitted when the hydraulic fluid needs to be replenished to the pressure regulating reservoir 88, and the hydraulic fluid needs to be replenished to the pressure regulating reservoir 88. If not, the flow of hydraulic fluid from the first actuator 110 to the pressure regulating reservoir 88 is blocked.
- the second actuator 210 includes an upstream pressure sensor 125.
- the upstream pressure sensor 125 outputs a detection signal indicating the hydraulic pressure in the main passage 31Fr.
- the first ECU 120 controls the operation of the first actuator 110 and does not control the operation of the second actuator 210.
- the second ECU 220 controls the operation of the second actuator 210 and does not control the operation of the first actuator 110.
- the first ECU 120 and the first actuator 110 are assembled as one unit, but may be provided separately, and the first ECU 120 and the first actuator 110 form a set ( It is sufficient if it is a master-slave relationship of control).
- the second ECU 220 and the second actuator 210 are also assembled as a single unit in this embodiment, but may be provided separately, and the second ECU 220 and the second actuator 210 form a set. It is only necessary to be an eggplant (having a master-slave relationship for control).
- the first ECU 120 includes a microcomputer as a main part, and also includes a motor drive circuit, an electromagnetic valve drive circuit, an input interface for inputting various sensor signals, a communication interface, and the like. All the solenoid valves provided in the first actuator 110 are connected to the first ECU 120, and the open / close state and the opening degree are controlled by a solenoid drive signal output from the first ECU 120. Further, the motor 73 provided in the power hydraulic pressure generator 70 is also connected to the first ECU 120 and driven and controlled by a motor drive signal output from the first ECU 120.
- the first ECU 120 receives detection signals output from the accumulator pressure sensor 121, the master pressure sensor 122, and the control pressure sensors 123Fr and 123Rr that are sensors provided in the first actuator 110, and the accumulator pressure Pacc and the master pressure are input. Pmas, control pressure PFr, and control pressure PRr are detected.
- the first ECU 120 is connected to a stroke sensor 124 provided on the brake pedal 30.
- the stroke sensor 124 detects a pedal stroke indicating the depression amount (operation amount) of the brake pedal 30 and outputs a signal indicating the detected pedal stroke Sp to the first ECU 120.
- the stroke sensor 124 has two sensor elements inside and outputs a total of two detection signals detected by each sensor element.
- the first ECU 120 has one of two detection values, Alternatively, an average value of the two detection values is handled as the pedal stroke Sp. In a modification described later, one of the two detection signals is input to the first ECU 120 and the other is input to the second ECU 220.
- the first ECU 120 includes a communication interface, and is connected to a CAN communication line 300 of a CAN (Controller Area Network) communication system provided in the vehicle via the communication interface to exchange various vehicle information. It has a function.
- the CAN communication line 300 is connected to a vehicle control ECU including the second ECU 220 and the hybrid ECU 8.
- 1st ECU120 stops the electricity supply to the solenoid of each solenoid valve in the situation where brake pedal operation is not performed. Therefore, the master cut valves 79Fr and 79Rr are opened, and the pressure-increasing linear control valves 77Fr and 77Rr, the pressure-decreasing linear control valves 78Fr and 78Rr, and the simulator cut valve 76 are closed. Further, in a situation where the brake pedal operation is performed, the first ECU 120 closes the master cut valves 79Fr and 79Rr and opens the simulator cut valve 76.
- the front wheel target hydraulic pressure PFr * and the rear wheel target hydraulic pressure PRr * are set so that the control pressure PFr detected by the control pressure sensor 123Fr is equal to the front wheel target hydraulic pressure PFr *.
- the energization of the pressure-increasing linear control valve 77Fr and the pressure-decreasing linear control valve 78Fr is controlled. Further, the energization of the pressure increasing linear control valve 77Rr and the pressure reducing linear control valve 78Rr is controlled so that the control pressure PRr detected by the control pressure sensor 123Rr becomes equal to the rear wheel target hydraulic pressure PRr *.
- the second ECU 220 includes a microcomputer as a main part, and also includes a motor drive circuit, an electromagnetic valve drive circuit, an input interface for inputting various sensor signals, a communication interface, and the like. All the solenoid valves provided in the second actuator 210 are connected to the second ECU 220, and the open / close state and the opening degree are controlled by a solenoid drive signal output from the second ECU 220.
- the motor 87 that drives the pump 86 is also connected to the second ECU 220 and is driven and controlled by a motor drive signal output from the second ECU 220.
- the second ECU 220 receives the detection signal output from the upstream pressure sensor 125 and detects the upstream pressure P2.
- Wheel speed sensor 126, yaw rate sensor 127, and acceleration sensor 128 are connected to second ECU 220.
- the wheel speed sensor 126 is provided for each wheel WFL, WFR, WRL, WRR, and outputs a pulse signal corresponding to the wheel speed, which is the rotational speed of each wheel WFL, WFR, WRL, WRR, to the second ECU 220.
- the yaw rate sensor 127 outputs a signal representing the vehicle yaw rate to the second ECU 220.
- the acceleration sensor 128 outputs a signal representing the acceleration (including deceleration) in the horizontal direction of the vehicle to the second ECU 220.
- the second ECU 220 calculates the wheel speed of the wheel W based on the pulse signal output from each wheel speed sensor 126, and further calculates the vehicle speed (body speed) based on the four wheel speeds.
- the second ECU 220 is connected to the CAN communication system via the CAN communication line 300, and mutually communicates vehicle information (vehicle speed, vehicle yaw rate, vehicle acceleration, presence / absence of braking request, abnormality information, various control statuses) with the first ECU 120. Etc.).
- vehicle information vehicle speed, vehicle yaw rate, vehicle acceleration, presence / absence of braking request, abnormality information, various control statuses
- the first ECU 120 performs regenerative cooperative brake control that generates friction braking force on the wheels W in cooperation with the regenerative braking force generated by the hybrid system 10.
- the regenerative cooperative brake control is normal brake control that is performed when the driver depresses the brake pedal 30.
- the second ECU 220 performs a brake control that operates the second actuator 210 only when necessary according to the state of the vehicle, and independently adjusts the hydraulic pressure of each wheel cylinder 52 to four wheels.
- This brake control is called additional brake control.
- the second ECU 220 performs anti-lock control (referred to as ABS) that suppresses wheel locking during braking to ensure vehicle stability, and suppresses drive wheel slip during acceleration to stabilize the vehicle.
- ABS anti-lock control
- Traction control (referred to as TRC) for ensuring safety
- vehicle stable posture control (referred to as VSC) for ensuring vehicle stability by suppressing side slip of the vehicle
- brake assist control for assisting the driver's brake pedal operation in an emergency
- ABC automatic brake control
- the second ECU 220 increases the hydraulic pressure supplied to the wheel cylinder 52 when the driver operates the brake pedal and operates the driver's brake pedal.
- the second ECU 220 stops energization of the second actuator 210 when the additional brake control or the backup control is not performed.
- the open / close state of each solenoid valve is as shown in FIG. 2, and the hydraulic pressure output from the first actuator 110 is transmitted to the wheel cylinder 52 as it is.
- the flowchart on the left side of FIG. 3 represents a brake control routine executed by the second ECU 220
- the flowchart at the center of FIG. 3 represents the brake control routine performed by the first ECU 120
- Each brake control routine is repeatedly executed at a predetermined short cycle.
- step S11 the first ECU 120 determines whether the abnormality determination flag Ffail is “0”.
- the abnormality determination flag Ffail is set by the abnormality determination flag setting routine shown in FIG. 4 and is set to “1” when an abnormality in the first hydraulic pressure control unit 100 is detected by the first ECU 120. If no abnormality is detected, it is set to “0”.
- the abnormality determination flag setting routine will be described first.
- the first ECU 120 repeatedly executes the abnormality determination flag setting routine at a predetermined short period in parallel with the brake control routine.
- the first ECU 120 checks whether there is an abnormality in the first hydraulic pressure control unit 100. For example, the first ECU 120 checks the disconnection failure and the short failure of the master cut valves 79Fr and 79Rr, the pressure-increasing linear control valves 77Fr and 77Rr, the pressure-reduction linear control valves 78Fr and 78Rr, and the simulator cut valve 76. If any one is detected, it is determined that there is an abnormality.
- the first ECU 120 checks whether or not the detection values output from the accumulator pressure sensor 121, the master pressure sensor 122, and the control pressure sensors 123Fr and 123Rr are within an appropriate range, and even one detection value is within the appropriate range. If there is a sensor that does not fall within the range, it is determined that there is an abnormality. Further, the first ECU 120 determines that there is an abnormality even when the hydraulic fluid at the appropriate pressure cannot be supplied from the power hydraulic pressure generator 70 (for example, an abnormality in the motor 73). Further, even when the first ECU 120 determines that there is a possibility of leakage of hydraulic fluid in the first actuator 110, the first ECU 120 determines that there is an abnormality. The first ECU 120 also determines that there is an abnormality even when detecting an abnormality in the first ECU 120, for example, a power supply abnormality in which appropriate power cannot be supplied from the power supply circuit to the first actuator 110.
- step S52 the first ECU 120 determines whether or not an abnormality is detected in the first hydraulic pressure control unit 100. If no abnormality is detected (S52: Yes), in step S53, the first ECU 120 determines whether or not an abnormality is detected. If the abnormality determination flag Ffail is set to “0” and an abnormality is detected (S52: No), the abnormality determination flag Ffail is set to “1” in step S54. Subsequently, in step S55, the first ECU 120 transmits an abnormality determination flag Ffail to the second ECU 220 via the CAN communication line 300, and temporarily ends the abnormality determination flag setting routine.
- the first ECU 120 repeatedly executes the abnormality determination flag setting routine at a predetermined short cycle. Therefore, the latest abnormality determination result is obtained by the abnormality determination flag Ffail. If the microcomputer of the first ECU 120 fails and the abnormality determination flag setting routine cannot be executed, the abnormality determination flag Ffail is not set. In this case, the operation of the first hydraulic pressure control unit 100 is only stopped. In addition, since the abnormality determination flag Ffail is not transmitted to the CAN communication line, the abnormality determination flag Ffail is “1” by not transmitting the abnormality determination flag Ffail in other ECUs connected to the CAN communication system. Can be determined.
- the first ECU 120 has stopped energization of the first actuator 110 in step S12. This routine is finished once. Then, the above-described processing is repeated at a predetermined short cycle. Therefore, the master cut valves 79Fr and 79Rr that are normally open solenoid valves provided in the first actuator 110 are opened, and the pressure-increasing linear control valves 77Fr and 77Rr, the pressure-decreasing linear control valves 78Fr and 78Rr, the simulator cut valve 76 is closed. Accordingly, the main passages 21Fr and 21Rr are opened, and the hydraulic pressures in the first pressurizing chamber 44 and the second pressurizing chamber 45 of the master cylinder 42 are output to the second actuator 210 as they are.
- step S13 the first ECU 120 advances the process to step S13.
- the processing after step S13 is processing when the first hydraulic pressure control unit 100 is normal.
- the first ECU 120 determines whether or not a brake pedal operation is being performed by the driver. For example, the first ECU 120 reads the pedal stroke Sp detected by the stroke sensor 124 and the master pressure Pmas detected by the master pressure sensor 122, the pedal stroke Sp is larger than the operation determination threshold value Spref, and the master pressure Pmas is determined as the operation determination. When at least one of the values larger than the threshold value Pmasref is detected, it is determined that the brake pedal operation is being performed.
- step S13 If the first ECU 120 determines in step S13 that the brake pedal operation has not been performed, the first ECU 120 advances the process to step S12. Therefore, such a process is repeated until a brake pedal operation is detected.
- the first ECU 120 controls the operation of the motor 73 so that the accumulator pressure Pacc falls within the set pressure range regardless of whether or not the brake pedal is operated. To do.
- the first ECU 120 closes the master cut valves 79Fr and 79Rr and opens the simulator cut valve 76 in step S14.
- the target deceleration G * of the vehicle body is calculated based on the pedal stroke Sp detected by the stroke sensor 124 and the master pressure Pmas detected by the master pressure sensor 122.
- the target deceleration G * is set to a larger value as the pedal stroke Sp is larger and the master pressure Pmas is larger.
- the first ECU 120 stores a map in which the pedal stroke Sp and the target deceleration GS * are associated with each other, and a map in which the master pressure Pmas and the target deceleration Gp * are associated with each other.
- the first ECU 120 multiplies the target deceleration GS * calculated from the pedal stroke Sp by a weighting coefficient k (0 ⁇ k ⁇ 1) and the target deceleration Gp * calculated from the master pressure Pmas with a weighting coefficient (1
- This weighting coefficient k is set to a small value in the range where the pedal stroke Sp is large.
- step S16 the first ECU 120 calculates a target total braking force F * of the wheel set corresponding to the target deceleration G *. Subsequently, the first ECU 120 determines whether or not regenerative braking is permitted in step S17. In this case, based on the execution information of the additional brake control transmitted from the second ECU 220, the first ECU 120 performs regenerative braking if any of ABS and VSC is being performed in the second hydraulic pressure control unit 200. Is determined not to be permitted. As will be described later, the second ECU 220 transmits implementation information indicating the implementation status to the CAN communication line 300 during the execution of the additional brake control. Therefore, the first ECU 120 determines whether or not regenerative braking is permitted based on the execution information transmitted to the CAN communication line 300.
- the first ECU 120 transmits a regenerative braking request command to the hybrid ECU 8 via the CAN communication line 300.
- This regenerative braking request command includes information indicating the target total braking force F *.
- step S31 the hybrid ECU 8 repeatedly determines whether or not a regenerative braking request command has been transmitted from the first ECU 120 at a predetermined cycle.
- a target regenerative braking force Fa * as close as possible to the target total braking force F * is set with the target total braking force F * as an upper limit value, and the target regenerative braking force Fa * is set.
- the motor 2 is operated as a generator so as to generate The electric power generated by the motor 2 is regenerated to the battery 1 via the inverter 6.
- step S ⁇ b> 33 the hybrid ECU 8 calculates an actual regenerative braking force (referred to as an actual regenerative braking force Fa) generated by the motor 2 based on the generated current and generated voltage of the motor 2, and passes through the CAN communication line 300. Information representing the actual regenerative braking force Fa is transmitted to the first ECU 120.
- step S33 the hybrid ECU 8 once ends this routine. Then, the above-described processing is repeated at a predetermined calculation cycle.
- step S20 the target friction braking force Fb * is distributed to the front wheel system braking force FbFr * and the rear wheel system braking force FbRr * at a predetermined distribution ratio, and is set according to the front wheel system braking force FbFr *.
- Front wheel target hydraulic pressure PFr * front wheel target hydraulic pressure PFr * capable of generating front wheel system braking force FbFr *
- rear wheel target hydraulic pressure PRr * rear wheel target hydraulic pressure PRr * (rear) set according to rear wheel system braking force FbRr *
- the rear wheel target hydraulic pressure PRr *) that can generate the wheel system braking force FbRr * is calculated.
- step S21 the first ECU 120 reduces the pressure increase linear control valve 77Fr and the pressure reduction linear control valve 77Fr by hydraulic pressure feedback control so that the control pressure PFr detected by the control pressure sensor 123Fr is equal to the front wheel target hydraulic pressure PFr *.
- the current flowing through each solenoid of the linear control valve 78Fr is controlled.
- each solenoid of the pressure-increasing linear control valve 77Rr and the pressure-decreasing linear control valve 78Rr is controlled by hydraulic pressure feedback control so that the control pressure PRr detected by the control pressure sensor 123Rr becomes equal to the rear wheel target hydraulic pressure PRr *. Control the current flow.
- the hydraulic pressure controlled to follow the front wheel target hydraulic pressure PFr * is supplied to the main passage 31Fr of the second actuator 210 via the connecting pipe 65Fr, and the rear wheel target hydraulic pressure PRr.
- the hydraulic pressure controlled so as to follow * is supplied to the main passage 31Rr of the second actuator 210 via the connecting pipe 65Rr.
- step S41 the second ECU 220 reads the abnormality determination flag Ffail transmitted via the CAN communication line 300, and determines whether the abnormality determination flag Ffail is “0”.
- the abnormality determination flag Ffail is set to “1” when an abnormality in the first hydraulic pressure control unit 100 is detected, and is set to “0” when no abnormality is detected. is there.
- the second ECU 220 determines whether or not it is necessary to perform additional brake control in step S42. That is, it is determined whether the ABS execution condition, the TRC execution condition, the VSC execution condition, the BAC execution condition, and the ABC execution condition are satisfied.
- the second ECU 220 stops energization of the second actuator 210 in step S43. Therefore, the main cut valves 81Fr, 81RR, the pressure increasing valve 83FR, the pressure increasing valve 83FL, the pressure increasing valve 83RR, the pressure increasing valve 83RL are maintained in the open state, and the pressure reducing valve 85FR, the pressure reducing valve 85FL, the pressure reducing valve 85RR, and the pressure reducing valve 85RL are closed. Maintained in a state. The motor 87 is also maintained in a stopped state.
- the hydraulic pressure supplied from the first actuator 110 to the second actuator 210 via the connecting pipe 65Fr is supplied as it is to the wheel cylinders 52FR and 52FL of the front wheels, and the second pressure is supplied from the first actuator 110 via the connecting pipe 65Rr.
- the hydraulic pressure supplied to the actuator 210 is supplied as it is to the wheel cylinders 52RR and 52RL of the rear wheels. Accordingly, during the period when the driver is operating the brake pedal, the braking force by the regenerative cooperative brake control is generated on the wheels W. Further, during a period when the driver does not operate the brake pedal, the wheel cylinders 52FR, 52FL, 52RR, 52RL and the master reservoir 43 communicate with each other, and no braking force is generated on the wheels W.
- step S44 additional brake control execution information (execution information for specifying ABS, TRC, VSC, BAC, ABC) is transmitted via the CAN communication line 300. ) Is transmitted to the first ECU 120.
- step S45 additional brake control will be described.
- arbitrary methods can be employ
- the second ECU 220 calculates the slip ratio of each wheel by comparing the wheel speed of each of the four wheels with the vehicle speed (body speed), and if the slip ratio of any wheel exceeds the ABS start determination threshold, It is determined that it is locked and ABS is started. In this case, the second ECU 220 controls the opening and closing of the pressure increasing valve 83 and the pressure reducing valve 85 of the ABS target wheel to temporarily reduce the hydraulic pressure of the wheel cylinder 52, and then supplies the supply pressure (supplied from the first actuator 110). The fluid pressure).
- the second ECU 220 controls the energization of the pressure increasing valve 83 and the energization of the pressure reducing valve 85 based on the upstream pressure P2 detected by the upstream pressure sensor 125, so that the hydraulic pressure of the wheel cylinder 52 is increased. Is shifted with a predetermined gradient.
- VSC> ⁇ Vehicle stable attitude control: VSC> Further, based on the yaw rate, the wheel speed, and the vehicle information (steering angle, etc.) transmitted to the CAN communication line 300, the second ECU 220 determines that the deviation between the actual yaw rate and the originally calculated yaw rate is VSC, for example. When the start determination threshold is exceeded, it is determined that the vehicle tends to skid and VSC is started. In this case, the second ECU 220 closes the main cut valves 81Fr and 81Rr when the VSC execution condition is satisfied in a situation where the brake pedal operation is performed by the driver, and opens the wheel pressure increase valve 83 that is not a control target. Close the valve.
- the motor 87 is driven to operate the pump 86 to open and close the wheel pressure increase valve 83 to be controlled. As a result, a difference in braking force between the wheels is generated to prevent the vehicle from slipping.
- the main cut valves 81Fr and 81Rr are closed and the motor 87 is driven to operate the pump 86.
- the hydraulic pressure pressurized by the pump 86 is supplied to the four-wheel wheel cylinder 52 via the pressure increasing valve 83 to prevent the vehicle from slipping.
- the second ECU 220 determines that the driving wheel is slipping when the difference between the wheel speed of the driving wheel and the wheel speed of the driven wheel exceeds the TRC start determination threshold value, and starts TRC. In this case, the second ECU 220 performs control similar to VSC during non-braking.
- the second ECU 220 estimates that the driver has performed an emergency brake operation when the magnitude of the upstream pressure P2 detected by the upstream pressure sensor 125 and the increasing speed thereof exceed the BAC start determination threshold, respectively, and the BAC To start. In an emergency, it may not be possible to depress the brake pedal 30 too strongly against the will of the driver. In this BAC, the driver's brake operation is assisted in such a case. In this case, the second ECU 220 closes the main cut valves 81Fr and 81Rr, drives the motor 87, and operates the pump 86.
- the hydraulic pressure pressurized by the pump 86 is supplied to the four-wheel wheel cylinder 52 via the pressure increasing valve 83, and the braking force of the four wheels can be increased.
- the control pressure PFr and the control pressure PRr of the first actuator 110 decrease due to the suction of the hydraulic fluid of the pump 86, and accordingly, the front wheel target fluid pressure PFr * and the rear wheel target fluid pressure PRr *
- the hydraulic fluid is supplied to the second actuator 210 from the pressure-increasing linear control valve 77Fr and the pressure-increasing linear control valve 77Rr.
- ABC Automatic brake control
- the obstacle determination ECU outputs an obstacle detection signal when an obstacle is detected in the traveling direction of the vehicle using various sensors.
- ABC is basically performed in a situation where the brake pedal is not operated by the driver.
- the second ECU 220 closes the main cut valves 81Fr and 81Rr, drives the motor 87, and operates the pump 86.
- the hydraulic pressure pressurized by the pump 86 is supplied to the four-wheel wheel cylinder 52 via the pressure increasing valve 83, and a braking force can be generated in the four wheels.
- the second ECU 220 performs the additional brake control independently of the regenerative cooperative brake control performed by the first ECU 120.
- step S45 the second ECU 220 once ends this routine when the additional brake control is started. These processes are repeated until the additional brake control is completed.
- the second ECU 220 stops energization of the second actuator 210 in step S43.
- step S41 If the second ECU 220 determines in step S41 that the abnormality determination flag Ffail is “1”, the second ECU 220 performs backup control in step S46.
- the abnormality determination flag Ffail is “1”
- the operation of the first actuator 110 is stopped.
- the master cut valves 79Fr and 79Rr are maintained in the open state, and the pressure-increasing linear control valves 77Fr and 77Rr and the pressure-decreasing linear control valves 78Fr and 78Rr are closed.
- the hydraulic pressure corresponding to the driver's brake pedal depression force is output from the first actuator 110, but this hydraulic pressure is smaller than the hydraulic pressure when the regenerative cooperative brake control is executed. Further, regenerative braking force cannot be obtained. Therefore, the second ECU 220 assists braking of the wheels by increasing the hydraulic pressure supplied from the first actuator 110 and supplying the increased hydraulic pressure to each wheel cylinder 52 by this backup control.
- FIG. 5 is a flowchart showing a routine of backup control (S46) performed by the second ECU 220.
- the backup control routine When the backup control routine is activated, the second ECU 220 reads the upstream pressure P2 detected by the upstream pressure sensor 125 in step S461.
- the master cut valves 79Fr and 79Rr are maintained in the open state, so the upstream pressure P2 is a value corresponding to the hydraulic pressure in the first pressurizing chamber 44, that is, the brake pedal of the driver. The value reflects the stepping force.
- the second ECU 220 determines whether or not a brake pedal operation is being performed by the driver based on the upstream pressure P2. For example, when the upstream pressure P2 is larger than the operation determination threshold value P2ref, it is determined that the brake pedal operation is being performed.
- step S463 the second ECU 210 stops energization of the second actuator 210 and ends this routine once. Accordingly, the four wheel cylinders 52 are in communication with the master reservoir 43 and no braking force is generated on the wheels.
- step S462 the second ECU 220 closes the main cut valves 81Fr and 81Rr in step S464. Subsequently, the second ECU 220 calculates a target deceleration G * that is set according to the upstream pressure P2 in step S465.
- the second ECU 220 stores a map having a characteristic that the magnitude (absolute value) of the target deceleration G * increases as the upstream pressure P2 increases, and the target deceleration G * is set with reference to this map.
- step S466 the second ECU 220 acquires the actual deceleration G, which is a time differential value of the vehicle speed calculated from the wheel speed, or the actual deceleration G in the longitudinal direction of the vehicle detected by the acceleration sensor 128.
- the target deceleration G * and the actual deceleration G are treated with positive values in the deceleration direction.
- step S467 the second ECU 220 drives the motor 87 with the driving amount set according to the deviation ⁇ G to operate the pump 86. This drive amount is set to a larger value as the deviation ⁇ G is larger.
- step S468 the second ECU 220 controls the open / closed states of the four pressure increasing valves 83 and the four pressure reducing valves 85 based on the deviation ⁇ G.
- the pressure increase mode is selected
- the deviation ⁇ G is smaller than a preset negative pressure decrease threshold
- the pressure reduction mode is selected.
- the holding mode is selected.
- the pressure increasing mode all four pressure increasing valves 83 are opened, and all four pressure reducing valves 85 are closed. Accordingly, the hydraulic pressure of the hydraulic fluid pressurized by the pump 86 is supplied to each wheel cylinder 52 via the individual passage 32.
- the pressure reducing mode is selected, all the four pressure increasing valves 83 are closed, and all the four pressure reducing valves 85 are opened.
- each wheel cylinder 52 communicates with the pressure regulating reservoir 88 via the individual reservoir passage 33, and the hydraulic pressure in the wheel cylinder 52 decreases.
- the four pressure increasing valves 83 and the four pressure reducing valves 85 are all closed. Accordingly, the hydraulic pressure in each wheel cylinder 52 is maintained.
- the second ECU 220 once ends the routine when the process of step S468 is performed. Then, similar processing is repeated at a predetermined short cycle.
- the hydraulic pressure corresponding to the driver's brake operation is changed to the wheel cylinders 52FR, 52FL of the front wheel system and the wheel cylinders 52RR, 52RL of the rear wheel system.
- the flow path characteristics of the second actuator 210 can be adjusted independently between the front wheel system and the rear wheel system, the friction braking force generated at the front wheel and the friction braking force generated at the rear wheel Can be set to a predetermined distribution ratio.
- the brake device has the following effects. 1. Since the first ECU 120 and the second ECU 220 are communicably connected, even when an abnormality occurs in the first hydraulic pressure control unit 100, the abnormality can be detected by the second ECU 220. 2. When the second ECU 220 detects an abnormality in the first hydraulic pressure control unit 100, the second ECU 220 performs backup control and supplies the hydraulic pressure pressurized by the pump 86 to the wheel cylinders 52 FR and 52 FL of the front wheel system and the wheel cylinder 52 RR of the rear wheel system. , 52RL independently. Thereby, the braking force of each wheel can be increased appropriately. As a result, the brake operation force of the driver can be reduced appropriately, and the vehicle can be stopped safely. 3.
- a brake device used in a conventionally known hybrid vehicle includes an integrated actuator that performs both regenerative cooperative brake control and additional brake control, and one ECU that controls the integrated actuator.
- a hydraulic control unit dedicated to hybrid vehicles is provided. When this hydraulic pressure control unit is used, it is necessary to make electronic parts such as microcomputers and ICs redundant or provide a mechanical backup mechanism as a countermeasure against failure.
- the brake system is usually divided and only a part of the brake systems are provided with a servo function, so that the servo function of all four wheels cannot be realized.
- the latter case is disadvantageous in terms of cost, volume and weight.
- the backup control is performed using the second actuator 210, such a problem can be solved. 4). Since the first hydraulic pressure control unit 100 that performs regenerative cooperative brake control and the second hydraulic pressure control unit 200 that performs additional brake control are provided separately and independently, the versatility of each control unit increases. .
- Optimal valve characteristics (orifice diameter, response to current) for regulating hydraulic fluid in regenerative cooperative brake control are different from optimal valve characteristics (orifice diameter, response to current) in additional brake control such as ABS.
- the optimum valve characteristics vary depending on the vehicle weight. For this reason, in the integrated actuator, the range of vehicles that can be mounted is limited.
- the first hydraulic pressure control unit 100 specialized for regenerative cooperative brake control and the second hydraulic pressure control unit 200 specialized for additional brake control are arranged according to vehicle characteristics. By selectively combining them, various vehicles (vehicle weights) can be handled.
- the actuators 110 and 210 or the ECUs 120 and 220 may be appropriately combined as one unit.
- the second actuator 210 the one applied to the vehicle that does not perform regenerative braking can be used as it is, and a hardware change for mounting on the hybrid vehicle becomes unnecessary.
- the existing master cylinder unit 40 can be used as it is. 5. Since the first ECU 120 is in charge of calculation processing related to regenerative cooperative brake control and the second ECU 220 is in charge of calculation processing related to additional brake control, the calculation load of the microcomputer in each ECU 120, 220 can be reduced. it can. For example, the calculation processing of the wheel speed with a large calculation load is performed by the second ECU 220, so the first ECU 120 does not need to perform the calculation processing of the wheel speed, and the regenerative cooperative brake control is performed as much as the calculation load is reduced. It can be applied to the arithmetic processing related to.
- the calculation cycle (sensor value calculation cycle, solenoid valve control command value calculation cycle, etc.) in regenerative cooperative brake control can be shortened, and highly accurate hydraulic pressure control can be performed. 6).
- the second ECU 220 performs backup control based on the upstream pressure P2 detected by the upstream pressure sensor 125 provided in the second actuator 210. For this reason, the second hydraulic pressure control unit 200 alone can detect the driver's brake operation amount and perform the backup control. 7).
- the hybrid ECU 8 does not perform regenerative braking, so that those controls are not disturbed by the regenerative braking force. Thereby, the stability of the vehicle can be maintained well.
- the stroke sensor 124 includes a first output terminal Tout1, a second output terminal Tout2, a power supply terminal Tvcc, and a ground terminal Tgnd.
- the stroke sensor 124 includes two sensor elements therein, and the detection signal of one sensor element is output from the first output terminal Tout1, and the detection signal of the other sensor element is output from the second output terminal Tout2. If the two sensor elements are normal, the output signal of the first output terminal Tout1 and the output signal (voltage signal) of the second output terminal Tout2 are the same.
- the first ECU 120 includes a power supply terminal T1vcc for supplying power to the stroke sensor 124, a ground terminal T1gnd, and an input terminal T1in for inputting a detection signal of the stroke sensor 124.
- the second ECU 220 includes a power supply terminal T2vcc for supplying power to the stroke sensor 124, a ground terminal T2gnd, and an input terminal T2in for inputting a detection signal of the stroke sensor 124.
- the power supply terminal Tvcc of the stroke sensor 124 is connected to the power supply terminal T1vcc of the first ECU 120 via the first power supply line L1vcc, and is connected to the power supply terminal T2vcc of the second ECU 220 via the second power supply line L2vcc.
- the ground terminal Tgnd of the stroke sensor 124 is connected to the ground terminal T1gnd of the first ECU 120 via the first ground line L1gnd, and is connected to the ground terminal T2gnd of the second ECU 220 via the second ground line L2gnd. Therefore, the stroke sensor 124 is supplied with power from the first ECU 120 and the second ECU 220 in parallel. For this reason, even if one power supply line L1vcc (L2vcc) or the ground line L1gnd (L2gnd) is disconnected, the power supply to the stroke sensor 124 can be maintained.
- the first output terminal Tout1 of the stroke sensor 124 is connected to the input terminal T1in of the first ECU 120 via the first detection line L1s, and the second output terminal Tout2 of the stroke sensor 124 is connected via the second detection line L2s. Connected to input terminal T2in of second ECU 220. Therefore, the stroke sensor 124 outputs a detection signal of one sensor element to the first ECU 120, and outputs a detection signal of the other sensor element to the second ECU 220.
- the stroke sensor 124 conventionally includes two output terminals Tout1 and Tout2
- the detection signals are output to the first ECU 120 and the second ECU 220 using the output terminals Tout1 and Tout2 effectively. can do.
- the second ECU 220 can also detect the driver's brake pedal operation using the detection signal of the stroke sensor 124. For example, based on the pedal stroke instead of the upstream pressure sensor 125, it is possible to determine whether or not the brake pedal is operated (S462) and calculate the target deceleration G * (S465). For this reason, even when the first hydraulic pressure control unit 100 fails, the backup control can be performed satisfactorily, and the change in the pedal operation feeling can be reduced to make it difficult for the driver to feel uncomfortable. Further, the target deceleration G * may be calculated (S465) by combining the upstream pressure P2 detected by the upstream pressure sensor 125 and the stroke Sp detected by the stroke sensor 124.
- FIG. 7 shows a disconnection inspection routine executed by the first ECU 120 and the second ECU 220 in cooperation.
- the disconnection inspection routine is repeatedly performed at a predetermined cycle.
- step S101 the first ECU 120 and the second ECU 220 determine whether it is a disconnection inspection timing.
- the disconnection inspection timing is set to be different between the first ECU 120 and the second ECU 220. If the first ECU 120 and the second ECU 220 determine that it is not the disconnection inspection timing, the routine is temporarily terminated.
- the ECU executes the process from step S102.
- a case where one ECU is the first ECU 120 will be described.
- the process on the left side in the drawing is performed by the second ECU 220, which is the other ECU.
- the second ECU 220 performs the process on the right side of FIG. 7
- the first ECU 120 performs the process on the left side of FIG.
- step S102 the first ECU 120 transmits a power supply stop request flag Freq1 to the second ECU 220 via the CAN communication line 300.
- step S111 the second ECU 220 determines whether or not the power supply stop request flag Freq1 has been received. If the power supply stop request flag Freq1 has not been received, the second ECU 220 temporarily ends this routine. When the second ECU 220 repeats such processing and receives the power supply stop request flag Freq1 (S111: Yes), the power supply to the stroke sensor 124 is stopped in step S112, and the power supply stop execution flag Fans1 is set to the first ECU 120 in step S113. Send to.
- step S103 the first ECU 120 transmits the power supply stop request flag Freq1 until it receives the power supply stop execution flag Fans1 from the second ECU 220 via the CAN communication line 300.
- the first ECU 120 performs a stroke in step S104. A disconnection inspection of the power connection line of the sensor 124 is performed. In this state, power is supplied to the stroke sensor 124 only from the first ECU 120. Accordingly, when either the first power supply line l1vcc for supplying power to the stroke sensor 124 from the first ECU 120 or the first ground line L1gnd is disconnected, the second ECU 220 stops supplying power to the stroke sensor 124.
- the detection signal (voltage level of the detection signal with respect to the ground potential) output from the stroke sensor 124 to the first ECU 120 is out of the proper range.
- the detection signal output from the stroke sensor 124 to the first ECU 120 is within an appropriate range.
- the first ECU 120 detects the potential of the input terminal T1in relative to the potential of the ground terminal T1gnd (hereinafter referred to as the voltage of the input terminal T1in), and whether the voltage of the input terminal T1in is within an appropriate range. Based on whether or not, it is determined whether or not the first power supply line L1vcc and the first ground line L1gnd are disconnected.
- step S105 the second ECU 220 determines whether or not the power supply stop release flag Freq2 has been received, and returns the process to step S113 until the power supply stop release flag Freq2 is received.
- step S115 the power supply stop cancellation flag Freq2 is started in step S115.
- step S116 the power supply start flag Fans2 is transmitted to the first ECU 120 via the CAN communication line 300. This routine is temporarily terminated.
- step S106 the first ECU 120 determines whether or not the power supply start flag Fans2 is received. When the first ECU 120 receives the power supply start flag Fans2, the routine is temporarily terminated.
- the disconnection of the stroke sensor 124 can be satisfactorily inspected.
- FIG. 8 shows a communication abnormality cause determination routine executed by the first ECU 120 and the second ECU 220.
- the communication abnormality cause determination routine is performed at a predetermined cycle.
- first ECU 120 determines whether or not CAN communication with second ECU 220 serving as a communication partner is interrupted. If the CAN communication is not interrupted, the first ECU 120 once ends this routine.
- the first ECU 120 determines whether or not a braking request has occurred in step S122. That is, it is determined whether or not the driver is not operating the brake pedal.
- the second ECU 220 performs step S122, it is determined whether or not a request for additional brake control has occurred.
- step S123 the first ECU 120 reads the voltage of the input terminal T1in, that is, the voltage of the detection signal of the stroke sensor 124, and determines whether or not the voltage is within an appropriate range.
- the stroke sensor 124 receives a power supply from the second ECU 220 when the second ECU 220 is operating normally, and therefore outputs an appropriate detection signal even when the power supply from the first ECU 120 is stopped.
- the stroke sensor 124 cannot receive the power supply from the second ECU 220. Therefore, when the power supply from the first ECU 120 is stopped, an appropriate detection signal cannot be output. .
- the first ECU 120 reads the voltage of the detection signal output from the stroke sensor 124 in step S124, and if the voltage of the detection signal is within an appropriate range, the second ECU 220 serving as the communication partner in step S125 Determine that it is in operation. That is, the first ECU 120 determines that the cause of the inability to communicate with the second ECU 220 is due to a CAN communication trouble. In this case, in step S126, the first ECU 120 shifts the brake control mode to the fail safe mode A1 and ends this routine.
- the first ECU 120 determines in step S127 that the second ECU 220 serving as the communication partner is stopped. That is, it is determined that the cause of the inability to communicate with the second ECU 220 is due to the operation stop of the second ECU 220. In this case, in step S128, the first ECU 120 shifts the brake control mode to the fail safe mode B1, and once ends this routine.
- the second ECU 220 executes a communication abnormality cause determination routine.
- the second ECU 220 determines “Yes” in step S124, the first ECU 120 that becomes the communication partner in step S125. Is determined to be operating. That is, the second ECU 220 determines that the cause of the inability to communicate with the first ECU 120 is due to a CAN communication trouble.
- Step S126 the second ECU 220 shifts the brake control mode to the fail safe mode A2, and once ends this routine.
- the second ECU 220 determines “No” in step S124, the second ECU 220 determines in step S127 that the operation of the first ECU 120 serving as the communication partner is stopped. In this case, in step S128, the second ECU 220 shifts the brake control mode to the fail safe mode B2, and once ends this routine.
- the first ECU 120 shifts to the fail safe mode A1 and when the second ECU 220 shifts to the fail safe mode A2, the first ECU 120 and the second ECU 220 cannot communicate with each other, but each ECU operates normally. It is. Therefore, when the first ECU 120 shifts to the fail-safe mode A1, the first ECU 120 generates a braking force on the wheels only by the hydraulic pressure control without making a regenerative braking request to the hybrid ECU 8. In this case, the first ECU 120 sets the value of the target total braking force F * as it is as the target friction braking force Fb *. Moreover, 2nd ECU220 implements only what is not related to regenerative cooperative brake control among additional brake control, when transfering to fail safe mode A2.
- the second ECU 220 since the regenerative cooperative brake control is prohibited from being performed simultaneously during the ABS and VSC of the additional brake control, the second ECU 220 switches the ABS and VSC to the fail-safe mode A2. Ban. When the CAN communication trouble occurs, the first ECU 120 shifts to the fail-safe mode A1 and does not make a regenerative braking request. Therefore, even if the second ECU 220 shifts to the fail-safe mode A2, all additional control modes are executed. You may make it do.
- the first ECU 120 shifts to the fail-safe mode B1
- the second ECU 220 is stopped
- the second ECU 220 shifts to the fail-safe mode B2
- the first ECU 120 is stopped. Therefore, when the first ECU 120 shifts to the fail-safe mode B1, the first ECU 120 generates a braking force on the wheels only by the hydraulic pressure control without making a regenerative braking request to the hybrid ECU 8 as in the fail-safe mode A1.
- 2nd ECU220 implements said backup control, when it transfers to fail safe mode B2. That is, instead of the first hydraulic pressure control unit 100, the hydraulic pressure supplied from the master cylinder 42 is increased and supplied to the wheel cylinder.
- the brake device of the present embodiment is applied to a front wheel drive type hybrid vehicle, but may be applied to a rear wheel drive type or a four wheel drive type hybrid vehicle.
- the present invention can also be applied to an electric vehicle having only a motor (not having an internal combustion engine) as a power source for vehicle travel. That is, the present invention can be applied to any vehicle that can generate a regenerative braking force by a motor.
- the second ECU 220 performs only the backup control when the abnormality determination flag Ffail is “1”. However, in addition to the backup control, the second ECU 220 performs any one of other additional brake controls (for example, the structure which implements an automatic brake) may be sufficient.
- the CAN communication line 300 is used for communication between the first ECU 120 and the second ECU 220, but a dedicated communication line may be used instead of the CAN communication line 300.
- the change of the arrangement of the solenoid valves, the type of solenoid valves (normally closed type, normally open type), the number of solenoid valves, the position of the pressure sensor Etc. can be arbitrarily changed.
- the pressure-reducing linear control valves 78Fr and 78Rr of the first actuator 110 are normally closed.
- normally closed linear control valves 781Fr and 781Rr normally open pressure reducing linear control valves 781Fr and 781Rr.
- normally closed electromagnetic on-off valves 782Fr and 782Rr may be provided in series with the pressure-reducing linear control valves 781Fr and 781Rr.
- a first pressure-increasing linear control valve 771Fr and a second pressure-increasing linear control valve 772Fr are provided in parallel in the branch hydraulic pressure source passage 23Fr, and the first pressure increase in the branch hydraulic pressure source passage 23Rr.
- the linear control valve 771Rr and the second pressure-increasing linear control valve 772Rr may be provided in parallel to improve durability.
- the stroke simulator 75 may be provided in the main passage 21Rr instead of the main passage 21Fr.
- the master pressure sensor 122 may be provided in either the main passage 21Fr or the main passage 21Rr as long as it is upstream of the master cut valve 79, or may be provided in both the main passage 21Fr and the main passage 21Rr. Good.
Abstract
Description
ドライバーのブレーキ操作に応じた作動液の液圧を出力するマスタシリンダ(42)と、各車輪毎に設けられ作動液の液圧により摩擦部材を作動させて摩擦制動力を発生させるホイールシリンダ(52)と、前記マスタシリンダと前記ホイールシリンダとの間の作動液の通路に設けられ前記ホイールシリンダへ供給する液圧を調整可能な第1アクチュエータ(110)と、ブレーキ操作量に応じて設定される目標総制動力から前記回生制動装置で発生させた回生制動力を減算した目標摩擦制動力を発生させることができる液圧を前記第1アクチュエータから出力するように前記第1アクチュエータの作動を制御する第1電子制御装置(120)とを有する第1液圧制御装置(100)と、前記第1アクチュエータと前記ホイールシリンダとの間の作動液の通路に設けられ前記ホイールシリンダの液圧を増減可能な第2アクチュエータ(210)と、車両の安定性の維持を図る必要が生じた場合に前記第2アクチュエータを作動させて、車両の安定性を維持するように各ホイールシリンダの液圧を個別に制御する第2電子制御装置(220)とを有する第2液圧制御装置(200)と、前記第1電子制御装置と前記第2電子制御装置とを互いに通信可能に接続する通信接続手段(300)とを備え、前記第2電子制御装置は、前記通信接続手段を介して前記第1液圧制御装置の異常を検出する異常検出手段(S51)と、前記第1液圧制御装置の異常が検出されたとき、前記ブレーキ操作量に応じて前記第2アクチュエータを作動させて前記車輪の制動を補助するバックアップ手段(S46)とを備えたことにある。
例えば、第2ECU220は、4輪の各車輪速と車速(車体速度)とを比較して各輪のスリップ率を演算し、任意の車輪のスリップ率がABS開始判定閾値を超えたときに車輪がロックしていると判定してABSを開始する。この場合、第2ECU220は、ABS対象輪の増圧弁83と減圧弁85との開閉を制御してホイールシリンダ52の液圧を一時的に低下させた後、供給圧(第1アクチュエータ110から供給される液圧)にまで戻す。ABS実施時においては、第2ECU220は、上流圧センサ125により検出される上流圧P2に基づいて、増圧弁83の通電、および、減圧弁85の通電を制御することにより、ホイールシリンダ52の液圧を所定の勾配で推移させる。
また、第2ECU220は、ヨーレイト、車輪速、および、CAN通信ライン300に送信される車両情報(操舵角等)に基づいて、例えば、実際のヨーレイトと本来発生する計算上のヨーレイトとの偏差がVSC開始判定閾値を超えたときに車両が横滑り傾向にあると判定してVSCを開始する。この場合、第2ECU220は、ドライバーによりブレーキペダル操作が行われている状況でVSC実施条件が成立した場合には、主カット弁81Fr,81Rrを閉弁し、制御対象とならない車輪の増圧弁83を閉弁状態にする。また、モータ87を駆動してポンプ86を作動させ、制御対象となる車輪の増圧弁83を開閉させる。これにより、各輪の制動力の差を発生させて車両の横滑りを防止する。一方、ドライバーによりブレーキペダル操作が行われていない状況でVSC実施条件が成立した場合には、主カット弁81Fr,81Rrを閉弁し、モータ87を駆動してポンプ86を作動させる。これにより、ポンプ86によって加圧された液圧が増圧弁83を介して4輪のホイールシリンダ52に供給されて車両の横滑りを防止する。
また、第2ECU220は、駆動輪の車輪速と従動輪の車輪速との差がTRC開始判定閾値を超えたときに駆動輪がスリップしていると判定してTRCを開始する。この場合、第2ECU220は、非制動時におけるVSCと同様な制御を行う。
また、第2ECU220は、上流圧センサ125により検出される上流圧P2の大きさ、および、その増加速度がそれぞれBAC開始判定閾値を超えたときに、ドライバーが緊急ブレーキ操作を行ったと推定してBACを開始する。緊急時においては、ドライバーの意志に反してブレーキペダル30を余り強く踏み込むことができないことがあるため、このBACでは、そうしたケースにドライバーのブレーキ操作を補助する。この場合、第2ECU220は、主カット弁81Fr,81Rrを閉弁し、モータ87を駆動してポンプ86を作動させる。これにより、ポンプ86によって加圧された液圧が増圧弁83を介して4輪のホイールシリンダ52に供給されて4輪の制動力を増加させることができる。BACの実施中においては、ポンプ86の作動液の吸い込みにより第1アクチュエータ110の制御圧PFr、制御圧PRrが低下するため、それに応じて前輪目標液圧PFr*、後輪目標液圧PRr*との偏差が生じて、増圧リニア制御弁77Fr、増圧リニア制御弁77Rrから作動液が第2アクチュエータ210に供給される。
また、第2ECU220は、CAN通信ライン300を介して障害判定ECU(図示略)から障害物検出信号を入力したときに、この障害物への衝突を避けるため、あるいは、衝突被害を軽減するために自動ブレーキ制御であるABCを開始する。障害判定ECUは、各種のセンサを使って車両の走行方向に障害物を検出したときに障害物検出信号を出力する。ABCは、基本的には、ドライバーによりブレーキペダル操作が行われていない状況で実施される。この場合、第2ECU220は、主カット弁81Fr,81Rrを閉弁し、モータ87を駆動してポンプ86を作動させる。これにより、ポンプ86によって加圧された液圧が増圧弁83を介して4輪のホイールシリンダ52に供給されて4輪に制動力を発生させることができる。
第2ECU220は、ステップS41において、異常判定フラグFfailが「1」であると判定した場合には、ステップS46において、バックアップ制御を実施する。異常判定フラグFfailが「1」である場合は、第1アクチュエータ110の作動が停止している。第1アクチュエータ110の作動が停止している場合には、マスタカット弁79Fr,79Rrが開弁状態に維持され、増圧リニア制御弁77Fr,77Rr、減圧リニア制御弁78Fr,78Rrが閉弁状態に維持されているため、ドライバーのブレーキペダル踏み込み力に応じた液圧が第1アクチュエータ110から出力されるが、この液圧は、回生協調ブレーキ制御の実行時における液圧に比べて小さい。また、回生制動力も得られない。そこで、第2ECU220は、このバックアップ制御によって、第1アクチュエータ110から供給される液圧を増加させて各ホイールシリンダ52に供給することにより、車輪の制動を補助する。
1.第1ECU120と第2ECU220とが通信可能に接続されているため、第1液圧制御ユニット100にて異常が発生した場合でも、第2ECU220によって、その異常を検出することができる。
2.第2ECU220は、第1液圧制御ユニット100の異常を検出した場合、バックアップ制御を実施して、ポンプ86により加圧した液圧を前輪系統のホイールシリンダ52FR,52FLと後輪系統のホイールシリンダ52RR,52RLとに独立して供給する。これにより、各輪の制動力を適正に増加させることができる。この結果、ドライバーのブレーキ操作力を適正に低減することができ、車両を安全に停止させることができる。
3.バックアップ制御は、作動液の加圧・減圧機能を有する第2アクチュエータ210を利用して実施されるため、故障対策としての専用の部品等を新たに必要としない。従って、コスト、体積、重量の点において有効なものとなる。また、全4輪にサーボ機能を持たせることができる。例えば、従来から知られているハイブリッド車両に使用されるブレーキ装置においては、回生協調ブレーキ制御と追加ブレーキ制御との両方を行う一体型アクチュエータと、一体型アクチュエータを制御する一つのECUとを備えたハイブリッド車専用の液圧制御ユニットが設けられる。この液圧制御ユニットを使用する場合には、故障対策として、マイコンやICなどの電子部品を冗長化したり、メカ的なバックアップ機構を設けたりする必要がある。前者の場合には、通常、ブレーキ系統を分けて、一部のブレーキ系統のみにサーボ機能を持たせているため全4輪のサーボ機能を実現できない。後者の場合には、コスト、体積、重量の点において不利となる。これに対して、本実施形態によれば、第2アクチュエータ210を利用してバックアップ制御を行うため、そうした課題を解決できる。
4.回生協調ブレーキ制御を行う第1液圧制御ユニット100と、追加ブレーキ制御を行う第2液圧制御ユニット200とが別々に独立して設けられているため、それぞれの制御ユニットの汎用性が高くなる。回生協調ブレーキ制御における作動液を調圧するための最適なバルブ特性(オリフィス径、電流に対する応答性)は、ABS等の追加ブレーキ制御における最適なバルブ特性(オリフィス径、電流に対する応答性)とは異なる。また、車重によっても最適なバルブ特性が異なる。このため、上記の一体型アクチュエータでは、搭載できる車両の範囲が限られてしまう。これに対して、本実施形態においては、回生協調ブレーキ制御に特化した第1液圧制御ユニット100と、追加ブレーキ制御に特化した第2液圧制御ユニット200とを、車両特性に応じて選択的に組み合わせることにより、種々の車両(車重)に対応させることができる。また、ユニット単位ではなく、アクチュエータ110,210、あるいは、ECU120,220を1つの単位として適宜組み合わせることもできる。また、第2アクチュエータ210に関しては、回生制動を行わない車両に適用されているものをそのまま流用することができ、ハイブリッド車両に搭載するためのハード的な変更は不要となる。また、マスタシリンダユニット40に関しても、既存のものをそのまま流用することができる。
5.回生協調ブレーキ制御に係る演算処理を第1ECU120が担当し、追加ブレーキ制御に係る演算処理を第2ECU220が担当するように構成されているため、各ECU120,220におけるマイコンの演算負荷を軽減することができる。例えば、演算負荷の大きな車輪速の演算処理を第2ECU220にて行うようにしているため、第1ECU120は、車輪速の演算処理を行う必要がなく、演算負担が軽くなった分、回生協調ブレーキ制御に関する演算処理に充てることができる。このため、回生協調ブレーキ制御における演算周期(センサ値の演算周期、電磁弁の制御指令値演算周期等)を短くすることができ、高精度な液圧制御を実施することができる。
6.第2ECU220は、第2アクチュエータ210に設けた上流圧センサ125の検出した上流圧P2に基づいてバックアップ制御を行う。このため、第2液圧制御ユニット200単独でドライバーのブレーキ操作量を検出してバックアップ制御を実施することができる。
7.ABS、VSCの実行時においては、ハイブリッドECU8で回生制動を実施しないようにするため、それらの制御が回生制動力によって邪魔されることがない。これにより車両の安定性を良好に維持することができる。
次に、上述した実施形態の変形例について説明する。上記実施形態においては、バックアップ制御を行う場合、上流圧センサ125により検出される上流圧P2に基づいて、ドライバーのブレーキペダル操作が行われたことを検出するが、上流圧P2は、ブレーキペダル30がある程度踏み込まれた後に上昇するため、制御遅れが発生し、ドライバーに違和感を与えることが考えられる。そこで、この変形例においては、ブレーキペダル30の踏み込み量を検出するストロークセンサ124の検出信号を第1ECU120だけでなく第2ECU220にも供給する。
上記の変形例1のように第1ECU120と第2ECU220とからストロークセンサ124に並列に電源供給する構成の場合には、一方の電源ラインL1vcc(L2vcc)あるいは接地ラインL1gnd(L2gnd)が断線していても、他方の電源ラインL2vcc(L1vcc)あるいは接地ラインL2gnd(L1gnd)が正常であれば、ストロークセンサ124の出力端子Tout1,Tout2から正常な検出信号(電圧信号)が出力されるため、電源ラインL1vcc(L2vcc)あるいは接地ラインL1gnd(L2gnd)の断線検出を行うことができない。この変形例2は、変形例1の構成において、更に、断線検出機能を改良したものである。以下、電源ラインL1vcc(L2vcc)と接地ラインL1gnd(L2gnd)とをあわせて電源接続ラインと呼ぶ。
第1ECU120と第2ECU220とをCAN通信システムを使って通信可能に接続した場合、第1ECU120と第2ECU220との間で情報を授受することにより相互監視を行うことができる。しかし、2つのECU間での通信が途絶えた場合、その原因が、CAN通信のトラブルによるものか、通信相手となる他方のECUの作動停止(システム停止)によるものかについて判別することができない。また、CAN通信にトラブルが発生している場合と、他方のECUが作動停止している場合とでは、フェールセーフ処置が異なる。そこで、この変形例3においては、変形例1あるいは変形例2の構成において、CAN通信の途絶を検出した場合、ストロークセンサ124の検出信号を利用して、その原因を判別する。
Claims (6)
- 回転する車輪の運動エネルギーを電気エネルギーに変換してバッテリに回収することにより回生制動力を発生させる回生制動装置を備えた車両に適用されるブレーキ装置において、
ドライバーのブレーキ操作に応じた作動液の液圧を出力するマスタシリンダと、
各車輪毎に設けられ作動液の液圧により摩擦部材を作動させて摩擦制動力を発生させるホイールシリンダと、
前記マスタシリンダと前記ホイールシリンダとの間の作動液の通路に設けられ前記ホイールシリンダへ供給する液圧を調整可能な第1アクチュエータと、ブレーキ操作量に応じて設定される目標総制動力から前記回生制動装置で発生させた回生制動力を減算した目標摩擦制動力を発生させることができる液圧を前記第1アクチュエータから出力するように前記第1アクチュエータの作動を制御する第1電子制御装置とを有する第1液圧制御装置と、
前記第1アクチュエータと前記ホイールシリンダとの間の作動液の通路に設けられ前記ホイールシリンダの液圧を増減可能な第2アクチュエータと、車両の安定性の維持を図る必要が生じた場合に前記第2アクチュエータを作動させて、車両の安定性を維持するように各ホイールシリンダの液圧を個別に制御する第2電子制御装置とを有する第2液圧制御装置と、
前記第1電子制御装置と前記第2電子制御装置とを互いに通信可能に接続する通信接続手段とを備え、
前記第2電子制御装置は、
前記通信接続手段を介して前記第1液圧制御装置の異常を検出する異常検出手段と、
前記第1液圧制御装置の異常が検出されたとき、前記ブレーキ操作量に応じて前記第2アクチュエータを作動させて前記車輪の制動を補助するバックアップ手段と
を備えたことを特徴とするブレーキ装置。 - 前記第2アクチュエータは、前記第1アクチュエータから出力された液圧を検出する圧力センサを備え、
前記バックアップ手段は、前記圧力センサにより検出された液圧に基づいて前記第2アクチュエータを作動させて前記車輪の制動を補助することを特徴とする請求項1記載のブレーキ装置。 - ドライバーの操作したブレーキペダルのストロークを検出するストロークセンサを備え、
前記ストロークセンサは、検出信号を前記第1電子制御装置と前記第2電子制御装置とに出力するとともに、前記第1電子制御装置と前記第2電子制御装置とから電源が供給されることを特徴とする請求項1または2記載のブレーキ装置。 - 前記ストロークセンサは、前記ストロークを検出する2つのセンサ素子、および、各センサ素子の検出信号を出力する2つの信号出力端子を有し、
一方の信号出力端子が前記第1電子制御装置に電気的に接続され、他方の信号出力端子が前記第2電子制御装置に電気的に接続されることを特徴とする請求項3記載のブレーキ装置。 - 前記第1電子制御装置と前記第2電子制御装置との何れか一方の電子制御装置から前記ストロークセンサへの電源供給を一時的に停止させた状態にする給電制御手段と、
前記一方の電子制御装置から前記ストロークセンサへの電源供給が停止されている状態において、前記他方の電子制御装置に入力される検出信号に基づいて、前記他方の電子制御装置から前記ストロークセンサへ電源供給するための電源接続ラインの断線検査を行う断線検査手段と
を備えたことを特徴とする請求項3または4記載のブレーキ装置。 - 前記第1電子制御装置と前記第2電子制御装置との間の通信が不能となった場合に、前記第1電子制御装置と前記第2電子制御装置との何れか一方の電子制御装置から前記ストロークセンサへの電源供給を一時的に停止させた状態にする通信不能時給電制御手段と、
前記一方の電子制御装置から前記ストロークセンサへの電源供給が停止されている状態において、前記一方の電子制御装置に入力される検出信号に基づいて、前記他方の電子制御装置の作動が停止しているか否かについて判定する作動停止判定手段と
を備えたことを特徴とする請求項3ないし請求項5の何れか一項記載のブレーキ装置。
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Also Published As
Publication number | Publication date |
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EP2998173A4 (en) | 2016-05-25 |
CN105452072A (zh) | 2016-03-30 |
US20160082937A1 (en) | 2016-03-24 |
JPWO2014184840A1 (ja) | 2017-02-23 |
EP2998173A1 (en) | 2016-03-23 |
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