WO2017158878A1 - Dispositif et procédé de commande de frein - Google Patents

Dispositif et procédé de commande de frein Download PDF

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Publication number
WO2017158878A1
WO2017158878A1 PCT/JP2016/076092 JP2016076092W WO2017158878A1 WO 2017158878 A1 WO2017158878 A1 WO 2017158878A1 JP 2016076092 W JP2016076092 W JP 2016076092W WO 2017158878 A1 WO2017158878 A1 WO 2017158878A1
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WO
WIPO (PCT)
Prior art keywords
motor
valve
current value
brake
solenoid valve
Prior art date
Application number
PCT/JP2016/076092
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English (en)
Japanese (ja)
Inventor
振一郎 西田
Original Assignee
日立オートモティブシステムズ株式会社
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Publication of WO2017158878A1 publication Critical patent/WO2017158878A1/fr

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/17—Using electrical or electronic regulation means to control braking
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
    • B60T13/66—Electrical control in fluid-pressure brake systems
    • B60T13/68—Electrical control in fluid-pressure brake systems by electrically-controlled valves
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16K—VALVES; TAPS; COCKS; ACTUATING-FLOATS; DEVICES FOR VENTING OR AERATING
    • F16K31/00—Actuating devices; Operating means; Releasing devices
    • F16K31/02—Actuating devices; Operating means; Releasing devices electric; magnetic
    • F16K31/06—Actuating devices; Operating means; Releasing devices electric; magnetic using a magnet, e.g. diaphragm valves, cutting off by means of a liquid

Definitions

  • the present invention relates to a brake device and a brake control method.
  • Patent Document 1 discloses a brake device and a brake control method for determining a failure of a hydraulic unit based on inertial rotation characteristics of a motor that rotates and drives a pump.
  • An object of the present invention is to provide a brake device and a brake control method that can suppress a decrease in control accuracy due to variations in valve characteristics.
  • the brake device calculates a current value necessary for closing the solenoid valve based on the inertial rotation characteristics of the motor that rotates the pump, and based on the calculated current value, Controls the open / close state.
  • FIG. 1 It is a block diagram of the brake device of Embodiment 1.
  • 6 is a flowchart showing a flow of G / V-OUT3 current correction value creation processing in the first embodiment.
  • 7 is a flowchart showing a flow of processing in step S6 and step S7.
  • 5 is a flowchart showing a flow of Sol / V-IN6 current correction value creation processing in the first embodiment. It is a flowchart which shows the flow of the process in step S25, step S26, step S27, and step S28.
  • 6 is a time chart illustrating an operation of G / V-OUT3P current correction value creation processing in the first embodiment.
  • 6 is a time chart illustrating an operation of G / V-OUT3P current correction value creation processing in the first embodiment.
  • 10 is a flowchart showing a flow of G / V-OUT3 current correction value creation processing in the second embodiment.
  • 10 is a flowchart illustrating a flow of Sol / V-IN6 current correction value creation processing according to the second embodiment.
  • 10 is a time chart illustrating an operation of G / V-OUT3P current correction value creation processing according to the second embodiment.
  • It is a block diagram of the brake device of Embodiment 3.
  • 10 is a flowchart showing a flow of current correction value creation processing of the pressure regulating valve 40 according to the third embodiment. It is a flowchart which shows the flow of the process in step S51. It is a flowchart which shows the flow of the process in step S25 of FIG. 4, step S26, step S27, and step S28.
  • 10 is a flowchart showing a flow of current correction value creation processing of the pressure regulating valve 40 according to Embodiment 4.
  • 14 is a flowchart illustrating a flow of Sol / V-IN6 current
  • FIG. 1 is a configuration diagram of a brake device according to the first embodiment.
  • the brake device of Embodiment 1 is applied to an engine vehicle.
  • the brake device applies friction braking force by hydraulic pressure to each wheel (left front wheel FL, right front wheel FR, left rear wheel RL, right rear wheel RR) of the vehicle.
  • Each wheel FL to RR is provided with a brake operation unit.
  • the brake operation unit is a braking force generator including the wheel cylinder W / C.
  • the brake operation unit is, for example, a disk type and has a caliper (hydraulic brake caliper).
  • the caliper includes a brake disc and a brake pad.
  • the brake disc is a brake rotor that rotates integrally with the tire.
  • the brake pad is disposed with a predetermined clearance with respect to the brake disc, and moves by the hydraulic pressure of the wheel cylinder W / C to contact the brake disc. A friction braking force is generated when the brake pad contacts the brake disc.
  • the brake device has two systems (primary P system and secondary S system) of brake piping.
  • the brake piping format is, for example, the X piping format.
  • the suffixes P and S are added to the end of each code. If the part corresponding to the P system and the part corresponding to the S system are not distinguished, the subscripts P and S are omitted.
  • the subscript FL at the end of each symbol , FR, RL, RR are attached. If the part corresponding to the left front wheel FL, the part corresponding to the right front wheel FR, the part corresponding to the left rear wheel RL, and the part corresponding to the right rear wheel RR are not distinguished, the subscripts FL, FR, RL, and RR are omitted. .
  • the brake device supplies a brake fluid to each brake operation unit via a brake pipe, so that a braking force is applied to each wheel FL to RR.
  • the brake pedal BP is connected to the master cylinder (low pressure part) M / C via the input rod IR.
  • the pedal depression force input to the brake pedal BP is boosted by the brake booster BB.
  • the brake booster BB uses the intake negative pressure generated by the engine to boost the brake operating force.
  • the master cylinder M / C is supplied with brake fluid from the reservoir tank RSV and generates a master cylinder fluid pressure according to the operation of the brake pedal BP.
  • Master cylinder M / C and wheel cylinder W / C are connected via a hydraulic unit HU.
  • a wheel cylinder W / C (FL) for the left front wheel FL and a wheel cylinder W / C (RR) for the right rear wheel RR are connected to the P system.
  • the S system is connected to the wheel cylinder W / C (RL) of the left rear wheel RL and the wheel cylinder W / C (FR) of the right front wheel FR.
  • the P system and the S system are provided with oil pumps (pumps) PP and PS.
  • the oil pumps PP and PS are driven by one motor M.
  • the motor M is a rotary electric motor.
  • the oil pumps PP and PS are, for example, plunger pumps.
  • a fluid path 1 and a fluid path 2 that connect the master cylinder M / C and the wheel cylinder W / C are provided in the fluid pressure unit HU.
  • the liquid path 2S branches into the liquid paths 2RL and 2FR, the liquid path 2RL is connected to the wheel cylinder W / C (RL), and the liquid path 2FR is connected to the wheel cylinder W / C (FR).
  • the liquid path 2P is branched into liquid paths 2FL and 2RR.
  • the liquid path 2FL is connected to the wheel cylinder W / C (FL), and the liquid path 2RR is connected to the wheel cylinder W / C (RR).
  • G / V-OUT gate-out valve
  • a pressure sensor 17 for detecting the master cylinder hydraulic pressure is provided at a position closer to the master cylinder side than G / V-OUT3P of the fluid path 1P of the P system.
  • a liquid path 4 is provided in parallel with G / V-OUT3.
  • a check valve 5 is provided on the liquid path 4. The check valve 5 allows the flow of brake fluid from the master cylinder M / C to the wheel cylinder W / C and prohibits the flow in the opposite direction.
  • a solenoid-in valve hereinafter referred to as Sol / V-IN
  • Sol / V-IN which is a normally open solenoid valve corresponding to each wheel cylinder W / C, is provided.
  • a liquid path 7 is provided in parallel with the Sol / V-IN 6.
  • a check valve 8 is provided on the liquid path 7. The check valve 8 allows the brake fluid to flow in the direction from the wheel cylinder W / C toward the master cylinder M / C, and prohibits the flow in the opposite direction.
  • the discharge side of the oil pump P and the liquid path 2 are connected by a liquid path 9.
  • a discharge valve 10 is provided on the liquid path 9.
  • the discharge valve 10 allows the flow of brake fluid in the direction from the oil pump P toward the fluid path 2, and prohibits the flow in the opposite direction.
  • the position on the master cylinder side with respect to G / V-OUT3 of the liquid path 1 and the suction side of the oil pump P are connected by a liquid path 11 and a liquid path 12.
  • a pressure regulating reservoir 13 is provided between the liquid path 11 and the liquid path 12.
  • a position on the wheel cylinder side of Sol / V-IN 6 in the liquid path 2 and the pressure regulating reservoir 13 are connected by a liquid path 14.
  • the liquid path 14S branches to the liquid paths 14RL and 14FR, and the liquid path 14P branches to the liquid paths 14FL and 14RR and is connected to the corresponding wheel cylinder W / C.
  • a solenoid-out valve (hereinafter referred to as Sol / V-OUT) 15 which is a normally closed solenoid valve is provided.
  • the pressure regulating reservoir 13 includes a reservoir piston 13a, a reservoir spring 13b, and a check valve 16.
  • the reservoir piston 13a is provided so as to be able to stroke up and down in the reservoir.
  • the reservoir piston 13a descends as the amount of brake fluid flowing into the reservoir increases and rises as the amount of brake fluid decreases.
  • the reservoir spring 13b biases the reservoir piston 13a in the upward direction.
  • the check valve 16 includes a ball valve 16a and a valve seat 16b.
  • the ball valve 16a is provided integrally with the reservoir piston 13a and moves up and down according to the stroke of the reservoir piston 13a.
  • the ball valve 16a is urged in the downward direction by a valve spring (not shown).
  • the elastic force of the valve spring is set to be weaker than the elastic force of the reservoir spring 13b.
  • the valve seat 16b contacts the ball valve 16a when the ball valve 16a is lowered.
  • the reservoir piston 13a descends against the urging force of the reservoir spring 13b when brake fluid flows from the fluid passage 14. As a result, the brake fluid flows into the reservoir.
  • the brake fluid that has flowed into the reservoir is supplied to the suction side of the oil pump P via the fluid path 12.
  • the ball valve 16a is also lowered as the reservoir piston 13a is lowered, and is seated (contacted) on the valve seat 16b by the urging force of the valve spring.
  • the check valve 16 is closed.
  • the check valve 16 is closed to the pressure adjustment reservoir 13 from the master cylinder side. The brake fluid inflow stops.
  • the reservoir piston 13a rises due to the pressure in the fluid passage 12 decreasing.
  • the ball valve 16a is also raised and separated from the valve seat 16b.
  • the check valve 16 is opened. Therefore, since the master cylinder side and the suction side of the oil pump P are communicated with each other, the brake fluid flows from the master cylinder side into the pressure regulating reservoir 13.
  • the check valve 16 is closed when the pressure in the liquid passage 11 exceeds a predetermined pressure, such as when the driver depresses the brake pedal BP. As a result, the brake fluid does not flow from the master cylinder side to the pressure regulating reservoir 13, and high pressure can be prevented from acting on the suction side of the oil pump P.
  • the hydraulic unit HU is controlled by the brake control unit BCU.
  • the brake control unit BCU performs anti-lock brake (ABS) control as brake control.
  • ABS control detects that a wheel has become locked during brake operation by the driver, the wheel cylinder hydraulic pressure is reduced, held, and increased in order to generate the maximum braking force while preventing the wheel from locking. It is a control that repeats the pressure.
  • Sol / V-IN6 is closed and Sol / V-OUT15 is opened from the state shown in Fig. 1 (each valve is OFF) to release brake fluid from wheel cylinder W / C to pressure-regulating reservoir 13. Decrease the wheel cylinder hydraulic pressure.
  • ABS retention control the wheel cylinder hydraulic pressure is maintained by closing both Sol / V-IN6 and Sol / V-OUT15.
  • ABS pressure increase control Sol / V-IN6 is controlled in the valve opening direction, Sol / V-OUT15 is closed, and brake fluid is supplied from the master cylinder M / C to the wheel cylinder W / C.
  • the brake control unit BCU can perform automatic brake control such as vehicle behavior stabilization control, brake assist control, and preceding vehicle follow-up control by operating each valve and oil pump P as brake control.
  • the vehicle behavior stabilization control is a control for stabilizing the vehicle behavior by controlling the wheel cylinder hydraulic pressure of a predetermined wheel to be controlled when it is detected that the oversteer tendency or the understeer tendency becomes strong when the vehicle turns.
  • the brake assist control is a control in which the wheel cylinder W / C generates a pressure higher than the pressure actually generated in the master cylinder M / C when the driver operates the brake.
  • the preceding person follow-up control is a control that automatically generates a braking force according to the relative relationship with the preceding vehicle by auto-cruise control.
  • the brake control unit BCU determines the target of the wheel cylinder W / C based on signals from the pressure sensor 17 and other in-vehicle sensors (wheel speed sensor, steering angle sensor, yaw rate sensor, lateral acceleration sensor, etc.) in each brake control described above.
  • a target foil cylinder hydraulic pressure which is a hydraulic pressure is generated.
  • the valves and the motor M of the hydraulic unit HU are driven so that the wheel cylinder hydraulic pressure matches the target foil cylinder hydraulic pressure.
  • Motors M, G / V-OUT3 and Sol / V-IN6 are PWM controlled at a constant control cycle, and Sol / V-OUT15 is ON / OFF controlled.
  • G / V-OUT3 is controlled in the valve closing direction (proportional control) to generate differential pressure that can obtain the target wheel cylinder hydraulic pressure upstream and downstream of G / V-OUT3.
  • the wheel cylinder hydraulic pressure is matched with the target wheel cylinder hydraulic pressure. For this reason, in order to increase the accuracy of the automatic brake control, it is necessary to increase the control accuracy of G / V-OUT3.
  • the brake control unit BCU stores in advance the nominal characteristics (reference characteristics) of the valve characteristics of G / V-OUT3 (current-passage flow characteristics according to the differential pressure), and the target differential pressure and pressure sensor 17
  • the current command value for G / V-OUT3 is obtained from the upstream pressure of G / V-OUT3 detected by the above.
  • the valve characteristics of G / V-OUT3 have individual differences (manufacturing error), variation due to temperature and aging (drift error) with respect to the nominal characteristics, so the current command value obtained from the nominal characteristics Then, the target differential pressure cannot be obtained, and the control accuracy is lowered.
  • the aim is to suppress a decrease in control accuracy due to the variation in the valve characteristics of G / V-OUT3, and the inertial rotation characteristics of the motor M that rotates the oil pump P
  • the current value required for valve closing of / V-OUT3 is obtained, the current command value obtained from the nominal characteristics of G / V-OUT3 is corrected based on this current value, and the G / V based on the corrected current command value is obtained.
  • the brake control unit BCU includes a motor drive command unit 18a, a motor inertia rotation characteristic detection unit 18b, a solenoid valve current value calculation unit 18c, a reference current value storage unit 18d, and a reference current value correction unit. 18e and a solenoid valve control unit 18f.
  • the motor drive command unit 18a drives the motor M on and off with a constant duty ratio.
  • the motor inertial rotation characteristic detection unit 18b detects the inertial rotation characteristic of the motor M when the motor drive command unit 18a turns off the on / off drive of the motor M.
  • the solenoid valve current value calculation unit 18c calculates a current value required for closing the G / V-OUT3 based on the inertial rotation characteristic of the motor M detected by the motor inertial rotation characteristic detection unit 18b.
  • the reference current value storage unit 18d stores a current value necessary for closing G / V-OUT3 as a reference current value.
  • the reference current value correction unit 18e corrects (updates) the reference current value stored in the reference current value storage unit 18d based on the current value calculated by the solenoid valve current value calculation unit 18c.
  • the solenoid valve control unit 18f creates a current correction value from the difference between the current value necessary for valve closing obtained from the nominal characteristics of G / V-OUT3 and the reference current value stored in the reference current value storage unit 18d. .
  • the solenoid valve control unit 18f drives G / V-OUT3 using a value obtained by adding / subtracting the current correction value to / from the current command value as a final current command value (solenoid valve control step). Furthermore, in the first embodiment, in order to suppress a decrease in control accuracy due to variations in the valve characteristics of Sol / V-IN6, a current correction value is created for Sol / V-IN6 with the above configuration, and a current command value is set. Correct and drive Sol / V-IN6 (solenoid valve control step).
  • FIG. 2 is a flowchart illustrating a flow of G / V-OUT3 current correction value creation processing according to the first embodiment. This process can be executed at an arbitrary timing regardless of whether the vehicle stops or travels as long as it does not interfere with each brake control.
  • step S1 the motor M is driven at a constant duty ratio for a fixed time by the motor drive command unit 18a. The duty ratio and driving time are set to the minimum rotation speed and the shortest time during which the wheel cylinder hydraulic pressure is increased.
  • step S2 the drive of the motor M is stopped in the motor drive command unit 18a. Steps S1 to S2 are motor drive command steps for driving the motor M on and off.
  • step S3 the counter is counted up in the motor inertial rotation characteristic detector 18b.
  • step S4 the motor inertial rotational characteristic detector 18b determines whether the motor rotational speed is equal to or less than a certain value (predetermined rotational speed). If YES, the process proceeds to step S5. If NO, the process returns to step S3.
  • the motor rotation speed may be detected directly by a resolver or may be calculated from the terminal voltage of the motor M. Since the motor rotation speed and the generated voltage (back electromotive voltage) during inertial rotation have a fixed relationship, the motor rotation speed can be calculated with high accuracy from the terminal voltage.
  • step S5 the motor counter rotation characteristic detector 18b sets the current counter as the counter reference value.
  • Steps S3 to S5 are a first step of detecting the inertial rotation characteristic of the motor M when the solenoid valve (G / V-OUT3P) is opened, in the motor inertial rotation characteristic detection step of detecting the inertial rotation characteristic of the motor M. It is a step.
  • step S6 a current correction value creation process for the G / V-OUT3P of the P system is performed.
  • step S7 a current correction value creation process for S / system G / V-OUT3S is performed.
  • FIG. 3 is a flowchart showing a process flow in steps S6 and S7.
  • step S11 Sol / V-IN6FL of the left front wheel FL is closed in the motor inertia rotation characteristic detector 18b.
  • step S12 the motor inertial rotation characteristic detector 18b outputs a constant current to G / V-OUT3P.
  • the initial value of the constant current is the current value at which G / V-OUT3P does not close regardless of variations in the valve characteristics of G / V-OUT3P.
  • the motor M is driven at a constant duty ratio for a fixed time by the motor drive command unit 18a.
  • step S14 the motor drive command unit 18a ends the current output to the motor M.
  • Steps S13 to S14 are motor drive command steps for driving the motor M on and off.
  • step S15 the motor inertial rotation characteristic detector 18b counts up a counter.
  • step S16 the motor inertial rotation characteristic detector 18b determines whether the motor rotational speed is equal to or less than a certain value. If YES, the process proceeds to step S17. If NO, the process returns to step S15. The constant value is the same as in step S4.
  • step S17 the motor inertial rotation characteristic detector 18b ends the current output to G / V-OUT3P.
  • step S18 the motor inertial rotation characteristic detector 18b determines whether the counter is equal to or less than the counter reference value ⁇ (predetermined time). If YES, the process proceeds to step S21. If NO, the process proceeds to step S19.
  • ⁇ is a value obtained in advance through experiments or the like in consideration of variations in the valve characteristics of G / V-OUT3P.
  • step S19 the counter is cleared in the motor inertial rotation characteristic detector 18b.
  • step S20 the motor inertial rotation characteristic detector 18b increases the current value of G / V-OUT3P by a minute value.
  • Steps S15 to S20 detect the inertial rotation characteristics of motor M by operating the solenoid valve (G / V-OUT3P) in the valve closing direction in the motor inertial rotation characteristics detection step for detecting inertial rotation characteristics of motor M
  • step S21 the current value of G / V-OUT3P in the solenoid valve current value calculation unit 18c is set as a reference current value required for closing the G / V-OUT3P, and in the solenoid valve control unit 18f, G / V -Calculate the current correction value from the difference between the current value required for valve closing and the reference current value obtained from the nominal characteristics of OUT3P.
  • Step S21 is a solenoid valve current value calculation step for calculating a current value necessary for closing the G / V-OUT3P.
  • step S22 Sol / V-IN6FL of left front wheel FL is opened in motor inertial rotation characteristic detector 18b.
  • FIG. 4 is a flowchart showing the flow of Sol / V-IN 6 current correction value creation processing in the first embodiment. This process can be executed at an arbitrary timing regardless of whether the vehicle stops or travels as long as it does not interfere with each brake control.
  • the same processes as those shown in FIG. 2 are denoted by the same step numbers and the description thereof is omitted.
  • step S25 a current correction value creation process for Sol / V-IN6FL of the left front wheel FL is performed.
  • step S26 a current correction value creation process for Sol / V-IN6FR of the right front wheel FR is performed.
  • step S27 a current correction value creation process for Sol / V-IN6RR of the right rear wheel RR is performed.
  • step S28 a current correction value creation process for Sol / V-IN6RL of the left rear wheel RL is performed.
  • FIG. 5 is a flowchart showing the flow of processing in step S25, step S26, step S27 and step S28.
  • the same steps as those shown in FIG. 3 are denoted by the same step numbers and the description thereof is omitted.
  • the case of the left front wheel FL will be described, but the same applies to the case of the right front wheel FR, the right rear wheel RR, and the left rear wheel RL.
  • step S31 the motor inertial rotation characteristic detector 18b closes the P system G / V-OUT3P and opens the left front wheel FL Sol / V-OUT15FL.
  • step S32 the motor inertial rotation characteristic detector 18b outputs a constant current to Sol / V-IN6FL of the left front wheel FL.
  • step S33 the motor inertial rotation characteristic detector 18b ends the current output to the Sol / V-IN6FL of the left front wheel FL.
  • step S34 the motor inertial rotation characteristic detector 18b increases the current value of Sol / V-IN6FL of the left front wheel FL by a minute value.
  • Step S15, Step S16, Step S33, Step S18, Step S19 and Step S34 are the motor inertial rotation characteristic detection steps for detecting the inertial rotation characteristic of the motor M, and the solenoid valve (Sol / V-IN6FL) is closed in the valve closing direction.
  • This is a second step of detecting the inertial rotation characteristics of the motor M by operating the motor.
  • step S35 the current value of Sol / V-IN6FL is set as a reference current value required for closing Sol / V-IN6FL in the solenoid valve current value calculation unit 18c, and Sol / V-IN6FL is set in Sol / V-IN6FL.
  • Step S35 is a solenoid valve current value calculating step for calculating a current value necessary for closing Sol / V-IN6FL.
  • step S36 the motor inertial rotation characteristic detector 18b opens the P system G / V-OUT3P and closes the left front wheel FL Sol / V-OUT15FL.
  • FIG. 6 and 7 are time charts showing the operation of the G / V-OUT3P current correction value creation process in the first embodiment.
  • the motor M is driven at a constant duty ratio for a fixed time.
  • the motor M starts inertial rotation and simultaneously starts counting up the counter.
  • the counter at this time is stored as a counter reference value.
  • the counter reference value represents a time from when the motor rotational speed becomes a predetermined value or less from a predetermined rotational speed corresponding to a constant duty ratio in a state where G / V-OUT3P is opened.
  • the motor M is kept constant at a constant duty ratio in the state where a constant current is output to G / V-OUT3P, as in the section from time t1 to time t2 described above.
  • Drive time At time t5, the motor M starts inertial rotation and simultaneously starts counting up the counter.
  • the current output to G / V-OUT3P is terminated.
  • the counter since G / V-OUT3P is in a valve open state, the counter does not fall below the counter reference value ⁇ . Therefore, the counter is cleared, the current value of G / V-OUT3P is increased by a minute value, and the above operation is repeated.
  • G / V-OUT3P is closed, so that the wheel cylinder hydraulic pressure of the right rear wheel RR rises.
  • the motor rotation speed becomes a certain value or less, and the counter is less than or equal to the counter reference value ⁇ . Therefore, a correction current value is created using the current value of G / V-OUT3P at time t8 as the reference current value.
  • Variation in valve characteristics of G / V-OUT3P and variations caused by electric circuits such as current monitor can be corrected, and a decrease in control accuracy of G / V-OUT3P can be suppressed.
  • the difference in control accuracy between G / V-OUT3P and G / V-OUT3S can be reduced, and each Sol / V-IN6FL, Sol / V-IN6FR, Sol / V-IN6RL, and Sol / V-IN6RR The difference in control accuracy can be reduced.
  • the current correction value creation process for G / V-OUT3 of the first embodiment is performed in order for the P system and the S system.
  • the inertia rotation time of the motor M is shortened regardless of which G / V-OUT3 is closed, so it is not possible to determine which G / V-OUT3 is closed.
  • the current value correction value creation processing of Sol / V-IN6 is performed one by one in order. If a plurality of operations are performed simultaneously, the inertia rotation time of the motor M is shortened regardless of which Sol / V-IN 6 is closed, and therefore it is not possible to determine which Sol / V-IN 6 is closed.
  • the current correction value creation processing of the first embodiment can be performed while the vehicle is running, so that the influence of sound vibration associated with the driving of the oil pump P can be reduced.
  • the increase in the wheel cylinder hydraulic pressure accompanying the current correction value creation process is only one wheel, and the motor rotation speed and the motor drive time are the minimum rotation speed and the shortest time during which the wheel cylinder hydraulic pressure increases, Even if it is done while driving, it does not affect the vehicle behavior.
  • the motor speed is low, even if the current correction value creation process is performed while the vehicle is stopped, the sound vibration can be suppressed to a small value.
  • the closing of G / V-OUT3 and Sol / V-IN6 is determined based on the change in the inertial rotation characteristics of the motor M. For this reason, a hydraulic pressure sensor for detecting the differential pressure across G / V-OUT3 and Sol / V-IN6 is unnecessary. Therefore, it is suitable for the brake device as in Embodiment 1 that does not have a hydraulic pressure sensor on the downstream side (wheel cylinder W / C side) of G / V-OUT3.
  • Oil pump P that generates brake fluid pressure for braking force generator (wheel cylinder W / C, etc.) provided on wheels FL to RR, motor M that rotates oil pump P, and oil pump
  • the first fluid path (fluid path 9, fluid path 2) that supplies the brake fluid discharged from P to the braking force generator, and branches from the first fluid path and connected to the low pressure section (master cylinder M / C)
  • a second fluid path (fluid path 1) and a normally open solenoid valve (G /) which is provided in the second fluid path and adjusts the amount of brake fluid supplied to the braking force generator through the first fluid path.
  • V-OUT3 a motor drive command unit 18a for driving the motor M on and off, and a motor for detecting the inertial rotation characteristics of the motor M when the motor drive command unit 18a is turned off and on.
  • the solenoid valve current value calculation unit 18c that calculates the current value (reference current value) required to close the solenoid valve, and the open / close state of the solenoid valve is controlled based on the current value calculated by the solenoid valve current value calculation unit 18c.
  • a brake control unit BCU having an electromagnetic valve control unit 18f Therefore, it is possible to suppress a decrease in control accuracy due to variations in valve characteristics of the solenoid valve.
  • the brake control unit BCU is based on the reference current value storage unit 18d that stores the current value necessary for closing the solenoid valve as a reference current value, and the current value calculated by the solenoid valve current value calculation unit 18c.
  • a reference current value correction unit 18e that corrects the reference current value stored in the reference current value storage unit 18d. Therefore, it is not necessary to calculate the current value necessary for closing the solenoid valve every time the current command value of the solenoid valve is calculated, so that the calculation load can be reduced and the control response can be improved.
  • the motor inertial rotation characteristic detector 18b detects the number of rotations of the motor M during inertial rotation. Therefore, the inertial rotation characteristic of the motor M can be detected from the number of rotations during the inertial rotation of the motor M.
  • the low pressure part is a master cylinder M / C that generates brake fluid pressure by pedal operation, and the solenoid valve is G / V-OUT3. Therefore, it is possible to suppress a decrease in control accuracy due to variations in the valve characteristics of G / V-OUT3.
  • Sol / V-IN6 and third liquid path (liquid path 14, liquid path) branched from the first liquid path between Sol / V-IN6 and the braking force generator and connected to the suction side of the oil pump P 12) and Sol / V-OUT15, which is a normally closed solenoid valve provided in the third liquid passage. Therefore, it is possible to suppress a decrease in control accuracy due to variations in valve characteristics of Sol / V-IN6.
  • Oil pump P that generates brake fluid pressure for braking force generator (wheel cylinder W / C, etc.) provided on wheels FL to RR, motor M that rotates oil pump P, and oil pump
  • the first fluid passage (fluid passage 9, fluid passage 2) that supplies the brake fluid discharged from P to the braking force generator, and the first fluid passage branches off and is connected to the low pressure portion (master cylinder M / C)
  • a second fluid passage (fluid passage 1), and a normally open solenoid valve that is provided in the second fluid passage and adjusts the amount of brake fluid supplied to the braking force generator through the first fluid passage.
  • the solenoid valve current value calculation step for calculating the current value necessary to close the solenoid valve, and the solenoid valve open / close state based on the current value calculated by the solenoid valve current value calculation step
  • a solenoid valve control step for controlling Therefore, it is possible to suppress a decrease in control accuracy due to variations in valve characteristics of the solenoid valve.
  • the brake device includes a reference current value storage unit 18d that stores a current value necessary for closing the solenoid valve as a reference current value. Based on the current value calculated in the solenoid valve current value calculation step, the brake device A reference current value correction step for correcting the reference current value stored in the value storage unit 18d is provided. Therefore, it is not necessary to calculate the current value necessary for closing the solenoid valve every time the current command value of the solenoid valve is calculated, so that the calculation load can be reduced and the control response can be improved.
  • the motor inertial rotation characteristic detection step the number of rotations during inertial rotation of the motor M is detected. Therefore, the inertial rotation characteristic of the motor M can be detected from the number of rotations during the inertial rotation of the motor M.
  • the motor inertial rotation characteristic detection step is a first step for detecting the inertial rotation characteristic of the motor M when the solenoid valve is opened, and the inertial rotation characteristic of the motor M is detected by operating the solenoid valve in the valve closing direction.
  • a solenoid valve current value calculating step is performed when a predetermined change appears in the inertial rotation characteristic detected in the second step with respect to the inertial rotation characteristic detected in the first step. Let the current value of the solenoid valve be the current value necessary to close the solenoid valve. Therefore, the current value required for closing the solenoid valve can be calculated from the change in inertial rotation characteristics.
  • FIG. 8 is a flowchart illustrating a flow of G / V-OUT3 current correction value creation processing according to the second embodiment.
  • the same processes as those shown in FIG. 3 are denoted by the same step numbers and the description thereof is omitted.
  • the G / V-OUT3 current correction value creation process is performed in order for the P system and the S system.
  • the case of the P system will be described, but the same applies to the case of the S system.
  • step S41 the motor inertial rotation characteristic detector 18b increases the current value of G / V-OUT3 by a minute value ⁇ .
  • step S42 the motor inertial rotation characteristic detector 18b calculates a decreasing gradient of the motor rotational speed.
  • step S43 the motor inertial rotation characteristic detector 18b determines whether or not the motor rotation speed decrease gradient has changed. If YES, the process proceeds to step S21. If NO, the process returns to step S41.
  • Steps S41 to S43 are motor inertial rotation characteristic detection steps for detecting the inertial rotation characteristic of the motor M.
  • FIG. 9 is a flowchart illustrating a flow of Sol / V-IN6 current correction value creation processing according to the second embodiment.
  • the same processes as those shown in FIGS. 5 and 8 are denoted by the same step numbers and the description thereof is omitted.
  • Sol / V-IN6 current correction value creation processing is carried out one by one in order.
  • the motor inertial rotation characteristic detector 18b increases the current value of Sol / V-IN6FL of the left front wheel FL by a minute value ⁇ .
  • FIG. 10 is a time chart illustrating the operation of G / V-OUT3P current correction value creation processing according to the second embodiment.
  • the Sol / V-IN6FL of the left front wheel FL is closed, and the motor M is driven at a constant duty ratio for a fixed time in a section from the time t2 to the time t3.
  • the current value of G / V-OUT3P is increased by a minute value ⁇ .
  • the motor M starts inertial rotation from time t3, since G / V-OUT3P is in the valve open state, the decreasing gradient of the motor rotational speed is constant.
  • G / V-OUT3P is in a closed state, so that after time t4, the decreasing gradient of the motor rotation speed increases.
  • a correction current value is created using the current value of G / V-OUT3P at time t5 as a reference current value.
  • FIG. 11 is a configuration diagram of the brake device of the third embodiment.
  • symbol is attached
  • the brake device of Embodiment 3 is applied to an electric vehicle.
  • the electric vehicle is a hybrid vehicle including an engine and a motor / generator as a prime mover for driving wheels, and an electric vehicle including only a motor / generator as a prime mover.
  • regenerative braking that brakes the vehicle by regenerating kinetic energy of the vehicle into electric energy can be executed by a regenerative braking device including a motor / generator.
  • the master cylinder M / C has a piston 20 that moves in the axial direction in accordance with the operation of the brake pedal BP.
  • the piston 20 is accommodated in a cylinder 21 and defines a hydraulic chamber 22.
  • the master cylinder M / C is a tandem type, and has, as the piston 20, a primary piston 20P that is pressed by the input rod IR and a free piston type secondary piston 20S. Both pistons 20P and 20S are arranged in series.
  • a primary chamber (first chamber) 22P is defined by the pistons 20P and 20S, and a secondary chamber (second chamber) 22S is defined by the secondary piston 20S.
  • the primary chamber 22P and the secondary chamber 22S are connected to a reservoir tank (low pressure part) RSV via a pipe 23.
  • a coil spring 24P as a return spring is interposed between the pistons 20P and 20S in the primary chamber 22P.
  • a coil spring 24S as a return spring is interposed between the bottom of the cylinder 21 and the piston 20S in the secondary chamber 22S.
  • the cylinder 21 is provided with piston seals 211 and 212.
  • the piston seals 211 and 212 are a plurality of seal members that are in sliding contact with the pistons 20P and 20S and seal between the outer peripheral surfaces of the pistons 20P and 20S and the inner peripheral surface of the cylinder 21.
  • Each piston seal is a well-known cup-shaped seal member (cup seal) having a lip portion on the inner diameter side. In a state where the lip portion is in contact with the outer peripheral surface of the piston 20, the flow of the brake fluid in one direction is allowed and the flow of the brake fluid in the other direction is suppressed.
  • the stroke sensor 25 outputs a sensor signal corresponding to the movement amount (stroke) of the primary piston 20P.
  • the stroke simulator 26 operates in accordance with the driver's braking operation, and applies a reaction force and a stroke to the brake pedal BP.
  • the stroke simulator 26 includes a piston 27, a positive pressure chamber 28, a back pressure chamber 29, and an elastic body (first spring 30a, second spring 30b).
  • the positive pressure chamber 28 and the back pressure chamber 29 are provided in series with the cylinder 21 in the master cylinder housing 31 and are defined by the piston 27.
  • the elastic body biases the piston 27 in the direction in which the volume of the positive pressure chamber 28 is reduced.
  • a bottomed cylindrical retainer member 32 is interposed between the first spring 30a and the second spring 30b.
  • One end of the positive pressure oil passage 33 connected to the positive pressure chamber 28 is connected to the secondary chamber 22S.
  • the hydraulic unit HU has a reservoir 34 that is a liquid reservoir.
  • the reservoir 34 is connected to the liquid path 14 and is connected to the reservoir tank RSV via the pipe 35.
  • the reservoir 34 is connected to the suction side of the oil pump P via the liquid path 36.
  • a plunger pump having five plungers excellent in sound vibration performance and the like is employed as the oil pump P.
  • a liquid path 37 is connected to the discharge side of the oil pump P.
  • a pressure sensor 38 that detects the discharge pressure of the oil pump P is provided in the liquid passage 37.
  • the liquid path 37 is branched into liquid paths 37P and 37S.
  • the liquid path 37P is connected to the connection position between the liquid path 1P and the liquid path 2P
  • the liquid path 37S is connected to the connection position between the liquid path 1S and the liquid path 2S.
  • the liquid passage 37P is provided with a primary communication valve (first communication valve) 52P, which is a normally closed electromagnetic valve
  • the liquid passage 37S is provided with a secondary communication valve (second communication valve) 52S, which is a normally closed electromagnetic valve. Is provided.
  • a branch point from the liquid path 37 to the liquid paths 37P and 37S and the liquid path 14 are connected by a liquid path 39.
  • the liquid passage 39 is provided with a pressure regulating valve 40 that is a normally open electromagnetic valve.
  • a liquid passage 41 is connected to the back pressure chamber 29 of the stroke simulator 26.
  • the liquid path 41 branches into a liquid path 42 and a liquid path 43.
  • the liquid passage 42 is provided with a stroke simulator in valve 44 which is a normally closed electromagnetic valve.
  • the liquid passage 43 is provided with a stroke simulator out valve 45 which is a normally closed electromagnetic valve.
  • a liquid path 46 is provided in the liquid path 42 in parallel with the stroke simulator in valve 44.
  • a check valve 47 is provided in the liquid passage 46. The check valve 47 allows the flow of the brake fluid from the fluid path 41 toward the fluid path 2S and prohibits the flow in the opposite direction.
  • a liquid path 48 is provided in the liquid path 43 in parallel with the stroke simulator out valve 45.
  • a check valve 49 is provided in the liquid channel 48.
  • the check valve 49 allows the flow of brake fluid from the reservoir 34 toward the fluid path 41 and prohibits the flow in the opposite direction.
  • a pressure sensor 50P is provided between the liquid path 2P and the liquid path 2RR to detect the liquid pressure at this location (corresponding to the wheel cylinder hydraulic pressure). Further, a pressure sensor 50S is provided between the liquid passage 2S and the liquid passage 2RL to detect the fluid pressure at this location (corresponding to the wheel cylinder fluid pressure).
  • the brake control unit BCU executes boost control to reduce the driver's brake operation force in addition to executing brake control such as ABS control, vehicle behavior stabilization control, preceding vehicle tracking control, and regenerative cooperative brake control.
  • the brake control unit BCU is configured to execute the boost control as a brake operation amount detection unit 51a, a target wheel cylinder hydraulic pressure calculation unit 51b, a boost control unit 51c, a sudden brake operation state determination unit 51d, and a second pedaling force. It has a brake creation part 51e.
  • the brake operation amount detector 51a receives the sensor signal from the stroke sensor 25 and detects the stroke (movement amount) of the input rod IR.
  • the target foil cylinder hydraulic pressure calculation unit 51b calculates a target foil cylinder hydraulic pressure.
  • the target wheel cylinder hydraulic pressure calculation unit 51b determines a predetermined boost ratio based on the detected pedal stroke, that is, the pedal stroke and the driver's required brake hydraulic pressure (vehicle deceleration G requested by the driver). ) To calculate the target wheel cylinder hydraulic pressure that realizes the ideal relationship characteristics. Further, the target wheel cylinder hydraulic pressure calculation unit 51b calculates the target wheel cylinder hydraulic pressure in relation to the regenerative braking force during the regenerative cooperative brake control. For example, the target wheel cylinder hydraulic pressure in which the sum of the regenerative braking force input from the control unit of the regenerative braking device and the hydraulic braking force corresponding to the target wheel cylinder hydraulic pressure satisfies the vehicle deceleration required by the driver. Is calculated. At the time of motion control, for example, the target wheel cylinder hydraulic pressure of each wheel FL to RR is calculated so as to realize a desired vehicle motion state based on the detected vehicle motion state amount (lateral acceleration or the like).
  • the boost control unit 51c operates the oil pump P when the driver operates the brake, controls the shut-off valve (G / V-OUT in the first embodiment) 3 in the valve closing direction, and opens the communication valve 52 in the valve opening direction. To control. This creates a wheel cylinder hydraulic pressure higher than the master cylinder hydraulic pressure using the discharge pressure of the oil pump P as a hydraulic pressure source, and performs a boost control that generates a hydraulic braking force that is insufficient for the driver's brake operating force. It becomes possible. Specifically, the boost control unit 51c adjusts the amount of brake fluid supplied from the oil pump P to the wheel cylinder W / C by controlling the pressure regulating valve 40 while operating the oil pump P at a predetermined rotational speed. This achieves the target wheel cylinder hydraulic pressure.
  • the brake device of the third embodiment exhibits a boost function that assists the brake operation force by operating the oil pump P instead of the engine negative pressure booster. Further, the boost control unit 51c controls the stroke simulator in valve 44 in the closing direction and controls the stroke simulator out valve 45 in the valve opening direction. Thereby, the stroke simulator 26 is caused to function.
  • the sudden brake operation state determination unit 51d detects a brake operation state based on an input from the brake operation amount detection unit 51a and the like, and determines (determines) whether or not the brake operation state is a predetermined sudden brake operation state. For example, the sudden brake operation state determination unit 51d determines whether or not the amount of change per hour in the pedal stroke exceeds a predetermined threshold value.
  • the brake control unit BCU switches from the generation of the wheel cylinder hydraulic pressure by the boost control unit 51c to the generation of the wheel cylinder hydraulic pressure by the second pedal force brake generation unit 51e.
  • the second pedal force brake generator 51e operates the oil pump P, controls the shut-off valve 3 in the valve closing direction, controls the stroke simulator in valve 44 in the valve opening direction, and closes the stroke simulator out valve 45 in the valve closing direction.
  • the second hydraulic cylinder hydraulic pressure is generated using the brake fluid flowing out from the back pressure chamber 29 of the stroke simulator 26. Realize pedal force braking.
  • the shutoff valve 3 may be controlled in the valve opening direction. Further, the stroke simulator in valve 44 may be controlled in the valve closing direction. In this case, the brake fluid from the back pressure chamber 29 (because the wheel cylinder W / C side is still at a lower pressure than the back pressure chamber 29 side). It is supplied to the wheel cylinder W / C through the check valve 47 (which is in the valve open state). In the third embodiment, the brake fluid can be efficiently supplied from the back pressure chamber 29 side to the wheel cylinder W / C side by controlling the stroke simulator in valve 44 in the valve opening direction.
  • the brake control unit BCU is controlled by the second pedal force brake generator 51e.
  • the wheel cylinder hydraulic pressure is switched to the wheel cylinder hydraulic pressure generated by the boost control unit 51c.
  • the boost control unit 51c controls the stroke simulator in valve 44 in the valve closing direction and controls the stroke simulator out valve 45 in the valve opening direction.
  • the stroke simulator 26 is caused to function. Note that switching to regenerative cooperative brake control may be performed after the second pedal effort braking.
  • FIG. 12 is a flowchart illustrating a flow of current correction value creation processing of the pressure regulating valve 40 according to the third embodiment. In FIG. 12, the same steps as those shown in FIG.
  • step S51 a current correction value creation process for the pressure regulating valve 40 is performed.
  • FIG. 13 is a flowchart showing the process flow in step S51. In FIG. 13, the same processes as those shown in FIG. 3 are denoted by the same step numbers and the description thereof is omitted.
  • step S52 the motor inertial rotation characteristic detector 18b closes Sol / V-IN6FL, Sol / V-IN6FR, and Sol / V-IN6RL of the left front wheel FL, the right front wheel FR, and the left rear wheel RL.
  • step S53 the motor inertial rotation characteristic detector 18b outputs a constant current to the pressure regulating valve 40.
  • the initial value of the constant current is a current value at which the pressure regulating valve 40 does not close regardless of the characteristic variation of the pressure regulating valve 40.
  • the motor inertial rotation characteristic detector 18b ends the current output to the pressure regulating valve 40.
  • the motor inertial rotation characteristic detector 18b increases the current value of the pressure regulating valve 40 by a minute value.
  • Step S15, Step S16, Step S54, Step S18, Step S19, Step S55 are the motor inertial rotation characteristic detection steps for detecting the inertial rotation characteristic of the motor M, and actuate the solenoid valve (pressure regulating valve 40) in the valve closing direction. This is the second step of detecting inertial rotation characteristics of the motor M.
  • step S56 the current value of the pressure regulating valve 40 is set as a reference current value necessary for closing the pressure regulating valve 40 in the solenoid valve current value calculating unit 18c, and the nominal characteristic of the pressure regulating valve 40 is determined in the solenoid valve control unit 18f.
  • a current correction value is calculated from the difference between the current value necessary for valve closing and the reference current value.
  • Step S56 is a solenoid valve current value calculation step for calculating a current value necessary for closing the pressure regulating valve 40.
  • Step S57 Sol / V-IN6FL, Sol / V-IN6FR, and Sol / V-IN6RL of left front wheel FL, right front wheel FR, and left rear wheel RL are opened in motor inertial rotation characteristic detection unit 18b.
  • FIG. 14 is a flowchart showing the flow of processing in step S25, step S26, step S27 and step S28 of FIG.
  • the same processes as those shown in FIG. 5 are denoted by the same step numbers and the description thereof is omitted.
  • the case of the left front wheel FL will be described, but the same applies to the case of the right front wheel FR, the right rear wheel RR, and the left rear wheel RL.
  • step S58 the motor inertial rotation characteristic detector 18b closes the pressure regulating valve 40, opens Sol / V-OUT15FL of the left front wheel FL, opens Sol / V-IN6RR of the right rear wheel RR, opens the left front wheel FR and the right rear wheel. Close Sol / V-IN6FR and Sol / V-IN6RL of wheel RL.
  • step S59 the motor inertial rotation characteristic detector 18b opens the pressure regulating valve 40, closes Sol / V-OUT15FL of the left front wheel FL, and opens all Sol / V-IN6.
  • the brake device of the third embodiment is provided with a pressure sensor 38 for detecting the pump discharge pressure and pressure sensors 50P and 50S for detecting the wheel cylinder hydraulic pressure on the downstream side of the shutoff valve 3. Therefore, it is possible to detect that the pressure regulating valve 40 and Sol / V-IN 6 are closed from the differential pressure across the pressure regulating valve 40 and Sol / V-IN 6.
  • the pressure sensors 38, 50P, and 50S also have variations due to individual differences, secular changes, temperatures, and the like, the current correction value creation process of the third embodiment is performed, so that the sensors 38, 50P, and 50S An accurate reference current value can be obtained regardless of variations.
  • the low pressure part is the suction side (reservoir tank RSV) of the oil pump P, and is connected to the first fluid passage (fluid passage 37, fluid passage 2), and generates a brake fluid pressure by operating the pedal.
  • Secondary system 4th fluid path (liquid path 1P) connected to the primary chamber 22P of / C and the secondary system 4th connected to the secondary chamber 22S of the master cylinder M / C connected to the first fluid path
  • a primary communication valve 52P provided between a branch point of the liquid path (liquid path 1S) and the second liquid path (liquid path 39) of the first liquid path and the primary system fourth liquid path;
  • a secondary communication valve 52S provided between the branch point of the second liquid path and the secondary system fourth liquid path is provided, and the electromagnetic valve is the pressure regulating valve 40. Therefore, it is possible to suppress a decrease in control accuracy due to variations in valve characteristics of the pressure regulating valve 40.
  • FIG. 15 is a flowchart illustrating a flow of current correction value creation processing of the pressure regulating valve 40 according to the fourth embodiment.
  • the same processes as those shown in FIG. 8 are denoted by the same step numbers and the description thereof is omitted.
  • step S61 the motor inertial rotation characteristic detector 18b closes Sol / V-IN6FL, Sol / V-IN6FR, and Sol / V-IN6RL other than Sol / V-IN6RR of the right rear wheel RR.
  • step S62 the motor inertial rotation characteristic detector 18b outputs a constant current to the pressure regulating valve 40.
  • the initial value of the constant current is a current value at which the pressure regulating valve 40 does not close regardless of the characteristic variation of the pressure regulating valve 40.
  • step S63 the motor inertial rotation characteristic detector 18b increases the current value of the pressure regulating valve 40 by a minute value ⁇ .
  • step S64 the current value of the pressure regulating valve 40 is set as a reference current value required for closing the pressure regulating valve 40 in the solenoid valve current value calculating unit 18c, and the nominal characteristic of the pressure regulating valve 40 is determined in the solenoid valve control unit 18f.
  • a current correction value is calculated from the difference between the current value necessary for valve closing and the reference current value.
  • Step S64 is a solenoid valve current value calculation step for calculating a current value necessary for closing the pressure regulating valve 40.
  • step S65 the motor inertial rotation characteristic detector 18b ends the current output to the pressure regulating valve 40.
  • step S66 all Sol / V-INs are opened in the motor inertia rotation characteristic detector 18b.
  • FIG. 16 is a flowchart illustrating a flow of Sol / V-IN6 current correction value creation processing according to the fourth embodiment.
  • the same processes as those shown in FIGS. 14 and 15 are denoted by the same step numbers and the description thereof is omitted.
  • Sol / V-IN6 current correction value creation processing is carried out one by one in order.
  • the case of the left front wheel FL will be described, but the same applies to the case of the right front wheel FR, the right rear wheel RR, and the left rear wheel RL.
  • the hydraulic unit includes a first liquid path that supplies brake fluid discharged from a pump driven by a motor to the braking force generation unit, and a second liquid path that branches from the first liquid path and connects to the low pressure unit. And a normally open solenoid valve that adjusts the amount of brake fluid supplied to the braking force generator through the first fluid passage and provided in the second fluid passage.
  • the brake piping type is not limited to the X piping type, and other piping types such as front and rear piping types can be adopted.
  • the brake device includes a pump that generates brake fluid pressure with respect to a braking force generator provided on a wheel, a motor that rotationally drives the pump, and brake fluid discharged from the pump.
  • a hydraulic unit having a normally open electromagnetic valve for adjusting the amount of brake fluid supplied to the braking force generator, a motor drive command unit for driving the motor on and off, and on / off by the motor drive command unit
  • a motor inertial rotation characteristic detection unit for detecting the inertial rotation characteristic of the motor, and an electric power necessary for closing the solenoid valve based on the characteristics detected by the motor inertial rotation characteristic detection unit.
  • a control unit comprising: a solenoid valve current value computing unit that computes a value; and a solenoid valve control unit that controls an open / close state of the solenoid valve based on the current value computed by the solenoid valve current value computing unit.
  • the control unit is calculated by a reference current value storage unit that stores a current value necessary for closing the solenoid valve as a reference current value, and the solenoid valve current value calculation unit.
  • a reference current value correction unit that corrects the reference current value stored in the reference current value storage unit based on a current value.
  • the motor inertial rotation characteristic detection unit detects the number of rotations during inertial rotation of the motor.
  • the electromagnetic valve current value calculation unit is configured such that the time during which the rotational speed during inertial rotation of the motor is lower than a predetermined rotational speed is shorter than a predetermined time. Based on the current value of the solenoid valve, a current value necessary for closing the solenoid valve is calculated. In still another preferred aspect, in any one of the above aspects, the solenoid valve current value calculation unit is configured such that the current of the solenoid valve when the rotational speed reduction speed during inertial rotation of the motor becomes higher than a predetermined speed. Based on the value, a current value necessary for closing the solenoid valve is calculated.
  • the motor inertial rotation characteristic detection unit detects a terminal voltage during inertial rotation of the motor.
  • the low-pressure portion is a master cylinder that generates the brake fluid pressure by a pedal operation
  • the electromagnetic valve is a gate-out valve.
  • the first liquid path is provided between a branch point of the second liquid path and the braking force generation unit, and the braking force generation unit is provided.
  • a normally-open type solenoid-in valve that adjusts the amount of brake fluid to be supplied, and a branch from the first fluid path between the solenoid-in valve and the braking force generator and connected to the suction side of the pump And a solenoid-out valve that is a normally closed electromagnetic valve provided in the third liquid path.
  • the low-pressure portion is a suction side of the pump, is connected to the first liquid passage, and generates a brake hydraulic pressure by a pedal operation.
  • a primary system fourth fluid path connected to one chamber, a secondary system fourth fluid path connected to the first fluid path and connected to the second chamber of the master cylinder, and the first fluid path
  • the first communication valve provided between the branch point with the second liquid path and the fourth liquid path of the primary system, and the branch point with the second liquid path of the first liquid path and the
  • a second communication valve provided between the secondary system fourth liquid passage, and the electromagnetic valve is a pressure regulating valve.
  • the braking force generation unit is provided between a branch point of the first liquid path and the fourth liquid path of the primary system and the braking force generation unit.
  • a normally open primary system solenoid-in valve that adjusts the amount of brake fluid supplied to the unit, and a branch from the first fluid path between the primary system solenoid-in valve and the braking force generation unit,
  • the primary system solenoid-out valve that is a normally closed electromagnetic valve provided in the primary fifth liquid path, and the first liquid path
  • a normally-open type secondary system solenoid-in valve provided between a branch point of the secondary system fourth fluid path and the braking force generation unit and adjusting the amount of brake fluid supplied to the braking force generation unit;
  • the brake control method includes a pump that generates a brake fluid pressure with respect to a braking force generation unit provided on a wheel, a motor that rotationally drives the pump, and a discharge from the pump.
  • a first liquid path for supplying the brake fluid to the braking force generation unit a second liquid path branched from the first liquid path and connected to the low pressure section, and provided in the second liquid path,
  • a motor inertial rotation characteristic detecting step for detecting the inertial rotation characteristic of the motor when the on / off drive is turned off by the motor drive command step; and the motor inertial rotation characteristic detection step.
  • a solenoid valve current value calculating step for calculating a current value required for closing the solenoid valve based on the characteristics detected by the solenoid valve, and a current value calculated by the solenoid valve current value calculating step,
  • An electromagnetic valve control step for controlling the open / closed state of the valve.
  • the brake device includes a reference current value storage unit that stores a current value necessary for closing the solenoid valve as a reference current value, and the current calculated by the solenoid valve current value calculation step A reference current value correcting step of correcting the reference current value stored in the reference current value storage unit based on the value;
  • the motor inertia rotation characteristic detection step the number of rotations during inertia rotation of the motor is detected.
  • the current of the electromagnetic valve is gradually increased each time the motor is driven on and off, and the electromagnetic valve current value calculating step Then, based on the current value of the electromagnetic valve when the time during which the rotational speed of the motor during inertial rotation is lower than the predetermined rotational speed is shorter than the predetermined time, the current value necessary for closing the electromagnetic valve Is calculated.
  • the motor inertial rotation characteristic detecting step in the motor inertial rotation characteristic detecting step, the current of the solenoid valve is gradually increased after the motor on / off drive is turned off, and in the solenoid valve current value calculating step, The current value necessary for closing the solenoid valve is calculated based on the current value of the solenoid valve when the speed of decrease in the rotational speed during inertial rotation of the motor becomes higher than a predetermined speed.
  • the motor inertial rotation characteristic detecting step detects a terminal voltage during inertial rotation of the motor.
  • the motor inertial rotation characteristic detection step includes a first step of detecting inertial rotation characteristics of the motor when the electromagnetic valve is opened, and the electromagnetic valve is closed.
  • a second step of detecting the inertial rotation characteristic of the motor by actuating in a valve direction, and the electromagnetic valve current value calculating step includes the second step with respect to the inertial rotation characteristic detected in the first step.
  • the current value of the solenoid valve when a predetermined change appears in the inertial rotation characteristic detected in step 1 is set as a current value necessary for closing the solenoid valve.
  • BCU brake control unit FL ⁇ RR wheel, HU hydraulic unit, M motor, M / C master cylinder (low pressure part), P oil pump (pump), RSV reservoir tank (low pressure part), W / C wheel cylinder (control) Power generation part), 1 liquid path (2nd liquid path), 1P liquid path (primary system 4th liquid path), 1S liquid path (secondary system 4th liquid path), 2 liquid path (1st liquid path), 3 Gate-out valve (solenoid valve), 6 solenoid-in valve, 6FL left front wheel solenoid-in valve (primary system solenoid-in valve), 6FR right front wheel solenoid-in valve (secondary system solenoid-in valve), 6RL left rear wheel solenoid-in valve (secondary System solenoid-in valve), 6RR right rear wheel solenoid-in valve (primary system solenoid-in valve), 9 liquid path (first liquid path), 12 liquid paths (third liquid path), 14 liquid paths 3rd fluid path), 14FL fluid path (primary system 5th fluid path), 14FR fluid path

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Regulating Braking Force (AREA)
  • Braking Systems And Boosters (AREA)
  • Magnetically Actuated Valves (AREA)

Abstract

L'invention concerne un dispositif de frein et un procédé de commande de frein avec lesquels il est possible de supprimer une diminution de précision de commande résultant de variations des caractéristiques de vanne d'une électrovanne qui est normalement ouverte. Un dispositif de frein selon un mode de réalisation de la présente invention : calcule le courant nécessaire pour fermer l'électrovanne sur la base des caractéristiques de rotation inertielle d'un moteur qui entraîne une pompe en rotation ; commande l'état ouvert/fermé de l'électrovanne sur la base du courant calculé.
PCT/JP2016/076092 2016-03-14 2016-09-06 Dispositif et procédé de commande de frein WO2017158878A1 (fr)

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JP2016-049091 2016-03-14
JP2016049091A JP2017165112A (ja) 2016-03-14 2016-03-14 ブレーキ装置およびブレーキ制御方法

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WO2017158878A1 true WO2017158878A1 (fr) 2017-09-21

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Publication number Priority date Publication date Assignee Title
JP7459773B2 (ja) 2020-11-30 2024-04-02 株式会社アドヴィックス 車両の制動装置

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH09193781A (ja) * 1995-12-30 1997-07-29 Robert Bosch Gmbh ブレーキ装置のモニタ装置
JP2006264607A (ja) * 2005-03-25 2006-10-05 Advics:Kk 車両用ブレーキ液圧制御装置
JP2012091577A (ja) * 2010-10-25 2012-05-17 Honda Motor Co Ltd リニアソレノイドバルブの制御装置

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH09193781A (ja) * 1995-12-30 1997-07-29 Robert Bosch Gmbh ブレーキ装置のモニタ装置
JP2006264607A (ja) * 2005-03-25 2006-10-05 Advics:Kk 車両用ブレーキ液圧制御装置
JP2012091577A (ja) * 2010-10-25 2012-05-17 Honda Motor Co Ltd リニアソレノイドバルブの制御装置

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