WO2020090880A1 - Dispositif de freinage automatique pour véhicule - Google Patents

Dispositif de freinage automatique pour véhicule Download PDF

Info

Publication number
WO2020090880A1
WO2020090880A1 PCT/JP2019/042554 JP2019042554W WO2020090880A1 WO 2020090880 A1 WO2020090880 A1 WO 2020090880A1 JP 2019042554 W JP2019042554 W JP 2019042554W WO 2020090880 A1 WO2020090880 A1 WO 2020090880A1
Authority
WO
WIPO (PCT)
Prior art keywords
hydraulic pressure
vehicle
braking
wheel
actual
Prior art date
Application number
PCT/JP2019/042554
Other languages
English (en)
Japanese (ja)
Inventor
将啓 杉山
鈴木　孝治
千裕 新田
Original Assignee
株式会社アドヴィックス
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by 株式会社アドヴィックス filed Critical 株式会社アドヴィックス
Priority to CN201980064030.XA priority Critical patent/CN112770949B/zh
Publication of WO2020090880A1 publication Critical patent/WO2020090880A1/fr

Links

Images

Classifications

    • 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
    • B60T7/12—Brake-action initiating means for automatic initiation; for initiation not subject to will of driver or passenger
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/17—Using electrical or electronic regulation means to control braking
    • B60T8/1755—Brake regulation specially adapted to control the stability of the vehicle, e.g. taking into account yaw rate or transverse acceleration in a curve

Definitions

  • the present invention relates to a vehicle automatic braking device.
  • Japanese Patent Application Laid-Open Publication No. 2004-242242 discloses a "Brake device 1 that performs automatic brake control for the purpose of improving the posture stability of a vehicle during automatic brake control, in which hydraulic pressure is applied to the wheel cylinders 61 and 62 of the left and right front wheels FL and FR. And the second brake hydraulic pressure circuits 11 and 12 for transmitting the hydraulic pressure, the brake actuator 2 capable of individually adjusting the hydraulic pressures supplied to the wheel cylinders 61 and 62, and the brake controller for controlling the brake actuator 2.
  • the brake actuator 2 includes pumps P1 and P2 that pressurize the hydraulic pressures of the brake hydraulic circuits 11 and 12 during automatic brake control, and the brakes. It has pressure regulating valves 21 and 22 for individually adjusting the hydraulic pressures of the hydraulic circuits 11 and 12, and the brake control unit 3 behaves in the yaw direction during automatic brake control. Based on, controls the pressure regulating valve 21, 22 to press increase the hydraulic pressure braking force is supplied to the wheel cylinders 61, 62 of the lower "it is described.
  • a target deceleration of a vehicle is determined based on a detection result of an object detection sensor that detects an object in front of the vehicle (for example, the distance between the own vehicle and the object).
  • the hydraulic pressure is determined. Then, based on this target hydraulic pressure, the pressure regulating valve is controlled and the automatic braking control is executed.
  • the pressure regulating valve is controlled so that the hydraulic pressure supplied to the wheel cylinder with the lower braking force is increased based on the behavior in the yaw direction. Therefore, the braking force on the lower braking force side is increased, and the actual vehicle deceleration becomes higher than the target deceleration. Further, in the automatic braking control, it is required that the responsiveness is high when the hydraulic pressure increases. Therefore, even if an attempt is made to increase the hydraulic pressure supplied to the wheel cylinder with the lower braking force, the hydraulic pressure is not sufficiently increased due to the limitation of the responsiveness of the hydraulic unit (power source output, control delay, etc.). There may be cases.
  • vehicle deflection is caused not only by the left-right difference in braking force but also by the deviation of the center of gravity of the vehicle.
  • vehicle deflection may occur during execution of the automatic braking control.
  • the "single load” is a state in which the load loaded on the vehicle is biased in the vehicle width direction.
  • An object of the present invention is to provide an automatic braking device for a vehicle that executes automatic braking control, in which vehicle deflection can be suppressed and a target deceleration of the vehicle can be appropriately achieved.
  • An automatic braking system for a vehicle according to the present invention is provided in a vehicle that adopts a diagonal system as two braking systems, and a wheel cylinder based on a required deceleration according to a distance between an object in front of the vehicle and the vehicle.
  • An automatic braking device for increasing the hydraulic pressure of the vehicle from the hydraulic pressure of the master cylinder, the yaw rate sensor detecting the yaw rate of the vehicle, the steering angle sensor detecting the steering angle of the vehicle, and the two braking systems.
  • a first pressure regulating valve for adjusting a first hydraulic pressure actual value which is a hydraulic pressure of a first braking system connected to the right front wheel cylinder, and a left front wheel cylinder connected to the left front wheel cylinder of the two braking systems.
  • a second pressure regulating valve for adjusting a second hydraulic pressure actual value which is the hydraulic pressure of the second braking system, and a first hydraulic pressure target value corresponding to the first hydraulic pressure actual value based on the required deceleration.
  • the second liquid The second hydraulic pressure target value corresponding to the actual value is calculated in the same manner, and the first and second hydraulic pressure actual values are matched so as to match the first and second hydraulic pressure target values.
  • a controller that controls the pressure regulating valve.
  • the controller calculates a turning amount deviation based on a reference turning amount according to the steering angle and an actual turning amount according to the yaw rate, and the turning amount deviation is
  • the amount is equal to or more than a predetermined amount
  • the deflection direction of the vehicle is determined based on the yaw rate, and when the deflection direction is the left direction, the first hydraulic pressure target value is corrected so as to be increased, and The second hydraulic pressure target value is corrected to decrease, and when the deflection direction is the right direction, the first hydraulic pressure target value is corrected to decrease and the second hydraulic pressure target value is increased. Correct so that
  • the vehicle deflection is suppressed based on the deviation between the reference turning amount and the actual turning amount (turning amount deviation) and the vehicle deflection direction.
  • the hydraulic pressure target value of the braking system on the one side is corrected to increase, and the hydraulic pressure target value of the braking system on the other side is corrected to decrease.
  • one system is pressure-increased and the other system is decompressed, so that the braking force acting on the entire vehicle is maintained constant.
  • the required deceleration is reliably achieved without changing the deceleration of the vehicle, and not only the vehicle deflection caused by the variation of the two pressure regulating valves but also the vehicle deflection caused by the single load or the like is prevented. Can also be effective.
  • FIG. 1 is an overall configuration diagram for explaining an embodiment of an automatic braking device JS for a vehicle according to the present invention. It is a functional block diagram for explaining arithmetic processing in driving support controller ECJ and braking controller ECU. It is a flow diagram for explaining a calculation process of automatic braking control.
  • each symbol represents a generic name of each of the four wheels. For example, "WH” represents each wheel and “CW” represents each wheel cylinder.
  • the subscripts "1" and “2" added to the end of various symbols are comprehensive symbols that indicate which system in the two braking systems. Specifically, “1” indicates the first system and “2" indicates the second system.
  • the two master cylinder fluid passages are referred to as a first master cylinder fluid passage HM1 and a second master cylinder fluid passage HM2.
  • subscripts "1” and “2" at the end of the symbol can be omitted.
  • each symbol represents a generic name of the two braking systems.
  • HM represents the master cylinder fluid path for each braking system.
  • the subscripts “f” and “r” added to the end of various symbols are inclusive symbols that indicate which of them in the front-rear direction of the vehicle. Specifically, “f” indicates a front wheel and “r” indicates a rear wheel. For example, the front wheels WHf and the rear wheels WHr are described as wheels. Furthermore, the subscripts "f” and “r” at the end of the symbols may be omitted. When the subscripts “f” and “r” are omitted, each symbol represents its generic name. For example, "WH” represents each of the four wheels.
  • the master cylinder CM is connected to the wheel cylinder CW via the master cylinder fluid passage HM and the wheel cylinder fluid passage HW.
  • the fluid path is a path for moving the brake fluid BF that is the working fluid of the automatic braking device JS, and corresponds to a brake pipe, a fluid unit flow path, a hose, and the like.
  • the inside of the fluid passage is filled with the braking fluid BF.
  • the side closer to the reservoir RV is called the "upper part”
  • the side closer to the wheel cylinder CW is called the "lower part”.
  • the side closer to the fluid pump QL is called “upstream” and the far side is called “downstream”.
  • the vehicle has two fluid paths (that is, two braking systems).
  • a first system (a system related to the first master cylinder chamber Rm1) of the two braking systems is connected to the right front wheel and the left rear wheel wheel cylinders CWi and CWl.
  • a second system (a system related to the second master cylinder chamber Rm2) of the two braking systems is connected to the left front wheel and the right rear wheel wheel cylinders CWj and CWk.
  • a so-called diagonal type (also referred to as "X type”) type braking system is adopted as the two braking systems of the vehicle.
  • a vehicle equipped with the automatic braking device JS is equipped with a braking operation member BP, a wheel cylinder CW, a master reservoir RV, a master cylinder CM, and a brake booster BB.
  • the braking operation member (for example, a brake pedal) BP is a member operated by the driver to decelerate the vehicle.
  • the hydraulic pressure (braking hydraulic pressure) Pw of the wheel cylinder CW is adjusted, the braking torque Tq of the wheel WH is adjusted, and the braking force is generated on the wheel WH.
  • a rotating member (for example, a brake disc) KT is fixed to the wheel WH of the vehicle. Then, the brake caliper is arranged so as to sandwich the rotating member KT.
  • the brake caliper is provided with a wheel cylinder CW, and the friction member (for example, a brake pad) is pressed against the rotating member KT by increasing the pressure (braking liquid pressure) Pw of the braking liquid BF inside thereof. Since the rotating member KT and the wheel WH are fixed so as to rotate integrally, the braking torque Tq is generated on the wheel WH by the frictional force generated at this time.
  • the braking torque Tq causes a deceleration slip Sw on the wheels WH, resulting in a braking force.
  • the master reservoir (which is an atmospheric pressure reservoir and is also simply referred to as “reservoir”) RV is a tank for the working liquid, and the braking liquid BF is stored therein.
  • the master cylinder CM is mechanically connected to the braking operation member BP via a brake rod, a clevis (U-shaped link), and the like.
  • the master cylinder CM is a tandem type, and its inside is divided into first and second master cylinder chambers Rm1 and Rm2 by master pistons PL1 and PL2.
  • the master cylinder chambers Rm1 and Rm2 of the master cylinder CM and the reservoir RV are in communication with each other.
  • First and second master cylinder fluid passages HM1 and HM2 are connected to the master cylinder CM.
  • the braking operation member BP When the braking operation member BP is operated, the master pistons PL1 and PL2 move forward, and the master cylinder chambers Rm1 and Rm2 are shut off from the reservoir RV.
  • the braking fluid BF is pumped from the master cylinder CM via the master cylinder fluid passages HM1 and HM2 toward the wheel cylinder CW.
  • the brake booster (also simply referred to as “booster”) BB reduces the operating force Fp of the braking operation member BP by the driver.
  • a negative pressure type is used as the booster BB.
  • the negative pressure is generated by the engine or the electric negative pressure pump.
  • the booster BB one using an electric motor as a drive source may be adopted (for example, an electric booster, an accumulator type hydraulic booster).
  • the vehicle is equipped with a wheel speed sensor VW, a steering angle sensor SA, a yaw rate sensor YR, a longitudinal acceleration sensor GX, a lateral acceleration sensor GY, a braking operation amount sensor BA, an operation switch ST, and a distance sensor OB.
  • a wheel speed sensor VW a wheel speed sensor VW so as to detect the wheel speed Vw.
  • the signal of the wheel speed Vw is used for each wheel independent control such as anti-skid control (anti-lock brake control) for suppressing the lock tendency of the wheel WH (that is, excessive deceleration slip).
  • the steering operation member (eg, steering wheel) is provided with a steering angle sensor SA so as to detect the steering angle Sa.
  • the vehicle body of the vehicle is provided with a yaw rate sensor YR so as to detect a yaw rate (yaw angular velocity) Yr.
  • a longitudinal acceleration sensor GX and a lateral acceleration sensor GX are provided so as to detect an acceleration (longitudinal acceleration) Gx in the longitudinal direction (traveling direction) and an acceleration (lateral acceleration) Gy in the lateral direction (direction orthogonal to the traveling direction) of the vehicle.
  • An acceleration sensor GY is provided. These signals are used for vehicle motion control such as vehicle stabilization control (so-called ESC) that suppresses excessive oversteer behavior and understeer behavior.
  • ESC vehicle stabilization control
  • a braking operation amount sensor BA is provided so as to detect the operation amount Ba of the braking operation member BP (brake pedal) by the driver.
  • a master cylinder hydraulic pressure sensor PM that detects a hydraulic pressure (master cylinder hydraulic pressure) Pm in the master cylinder CM
  • an operational displacement sensor SP that detects an operational displacement Sp of the braking operation member BP
  • a braking operation At least one of the operation force sensor FP that detects the operation force Fp of the operation member BP is adopted. That is, the operation amount sensor BA detects at least one of the master cylinder hydraulic pressure Pm, the operation displacement Sp, and the operation force Fp as the braking operation amount Ba.
  • An operation switch ST is provided on the braking operation member BP.
  • the operation switch ST detects whether or not the driver operates the braking operation member BP.
  • the braking operation switch ST outputs an OFF signal as the operation signal St.
  • an ON signal is output as the operation signal St.
  • the wheel speed Vw, the steering angle Sa, the yaw rate Yr, the longitudinal acceleration (deceleration) Gx, the lateral acceleration Gy, the braking operation amount Ba, and the braking operation signal St detected by the respective sensors (VW and the like) are sent to the braking controller ECU. Is entered.
  • the braking controller ECU calculates the vehicle body speed Vx based on the wheel speed Vw.
  • the driving support system includes a distance sensor OB and a driving support controller ECJ.
  • the distance sensor OB detects a distance (relative distance) Ob between an object existing in front of the own vehicle (another vehicle, a fixed object, a person, a bicycle, etc.) and the own vehicle.
  • a camera, a radar or the like is adopted as the distance sensor OB.
  • the distance Ob is input to the driving support controller ECJ.
  • the driving assist controller ECJ calculates the required deceleration Gs based on the relative distance Ob.
  • the required deceleration Gs is transmitted to the braking controller ECU via the communication bus BS.
  • the automatic braking device JS includes a braking controller ECU and a fluid unit HU.
  • the braking controller (also referred to as "electronic control unit”) ECU includes an electric circuit board on which a microprocessor MP and the like are mounted and a control algorithm programmed in the microprocessor MP.
  • the controller ECU is network-connected to another controller via a vehicle-mounted communication bus BS so as to share signals (detection value, calculated value, etc.).
  • the braking controller ECU is connected to the driving support controller ECJ via the communication bus BS.
  • the vehicle speed Vx is transmitted from the braking controller ECU to the driving support controller ECJ.
  • the required deceleration Gs (target) for executing the automatic braking control so as to avoid the collision with the obstacle (or to reduce the damage at the time of the collision). Value) is sent.
  • the controller ECU controls the electric motor ML of the fluid unit HU and three different types of solenoid valves UP, VI, VO. Specifically, drive signals Up, Vi, Vo for controlling the various solenoid valves UP, VI, VO are calculated based on the control algorithm in the microprocessor MP. Similarly, a drive signal Ml for controlling the electric motor ML is calculated.
  • the controller ECU is provided with a drive circuit DR for driving the solenoid valves UP, VI, VO and the electric motor ML.
  • a bridge circuit is formed by switching elements (power semiconductor devices such as MOS-FETs and IGBTs) so as to drive the electric motor ML.
  • the energization state of each switching element is controlled based on the motor drive signal Ml, and the output of the electric motor ML is controlled.
  • the energized state that is, the excited state
  • the switching element is controlled by the switching element based on the drive signals Up, Vi, Vo so as to drive the solenoid valves UP, VI, VO.
  • the drive circuit DR is provided with an electric motor ML and an energization amount sensor that detects the actual energization amount of the solenoid valves UP, VI, VO.
  • an energization amount sensor that detects the actual energization amount of the solenoid valves UP, VI, VO.
  • a current sensor is provided as the energization amount sensor, and the supply current to the electric motor ML and the solenoid valves UP, VI, VO is detected.
  • a braking operation amount Ba (Pm, Sp, Fp), a braking operation signal St, a wheel speed Vw, a yaw rate Yr, a steering angle Sa, a longitudinal acceleration (deceleration) Gx, a lateral acceleration Gy, etc. are input to the braking controller ECU. It Further, the required deceleration Gs is input from the driving support controller ECJ via the communication bus BS. The braking controller ECU executes automatic braking control based on the requested deceleration Gs so as to avoid a collision with an obstacle or reduce damage at the time of a collision.
  • Fluid unit HU is connected to the first and second master cylinder fluid passages HM1 and HM2 (a part of the “first and second braking systems”).
  • the two master cylinder fluid passages HM1 and HM2 are branched into four wheel cylinder fluid passages HWi to HW1 (part of “first and second braking systems”), It is connected to four wheel cylinders CWi to CWl.
  • the first master cylinder fluid passage HM1 is branched into the right front wheel and the left rear wheel wheel cylinder fluid passages HWi and HW1 at the first branch portion Bt1.
  • the right front wheel and the left rear wheel wheel cylinders CWi and CWl are connected to the right front wheel and the left rear wheel wheel cylinder fluid paths HWi and HWl.
  • the second master cylinder fluid passage HM2 is branched into the left front wheel and right rear wheel wheel cylinder fluid passages HWj and HWk at the second branch portion Bt2.
  • the left front wheel and the right rear wheel wheel cylinders CWj and CWk are connected to the left front wheel and the right rear wheel wheel cylinder fluid paths HWj and HWk, respectively. Therefore, a diagonal type (X type) is adopted as the two braking systems.
  • the fluid unit HU includes an electric pump DL, a low pressure reservoir RL, a pressure regulating valve UP, a master cylinder hydraulic pressure sensor PM, a downstream hydraulic pressure sensor PP, an inlet valve VI, and an outlet valve VO.
  • the electric pump DL is composed of one electric motor ML and two fluid pumps QL1 and QL2.
  • the electric motor ML is controlled by the controller ECU based on the drive signal Ml.
  • the first and second fluid pumps QL1 and QL2 are integrally rotated and driven by the electric motor ML.
  • the first and second fluid pumps QL1 and QL2 pump up the braking fluid BF from the first and second suction parts Bs1 and Bs2 located upstream of the first and second pressure regulating valves UP1 and UP2.
  • the pumped brake fluid BF is discharged to the first and second discharge parts Bt1 and Bt2 located on the downstream side of the first and second pressure regulating valves UP1 and UP2.
  • the electric pump DL is rotated only in one direction.
  • First and second low pressure reservoirs RL1 and RL2 are provided on the suction sides of the first and second fluid pumps QL1 and QL2.
  • First and second pressure regulating valves UP1 and UP2 are provided in the first and second master cylinder fluid passages HM1 and HM2.
  • a linear solenoid valve (a valve opening amount (lift amount) is continuously controlled based on an energized state (for example, supply current) ( "Proportional valve” or "differential pressure valve") is adopted.
  • the pressure regulating valve UP is controlled by the controller ECU based on the drive signal Up (a general term for the first and second drive signals Up1 and Up2).
  • the drive signal Up a general term for the first and second drive signals Up1 and Up2
  • normally open solenoid valves are adopted as the first and second pressure regulating valves UP1 and UP2.
  • the controller ECU determines the target energization amount of the pressure regulating valve UP based on the calculation results of the vehicle stabilization control, the automatic braking control, etc. (for example, the target hydraulic pressure of the wheel cylinder CW).
  • the drive signal Up is determined based on the target energization amount. Then, the amount of electricity (current) to the pressure regulating valve UP is adjusted according to the drive signal Up, and the valve opening amount of the pressure regulating valve UP is adjusted.
  • the amount of electricity supplied to the normally open pressure regulating valve UP is increased, and the valve opening amount of the pressure regulating valve UP is decreased.
  • the downstream hydraulic pressure Pp (that is, the braking hydraulic pressure Pw) is increased more than the master cylinder hydraulic pressure Pm corresponding to the operation of the braking operation member BP. ..
  • the braking hydraulic pressure Pw is increased to a value larger than “0”.
  • the first and second master cylinder fluid passages HM1 and HM2 are located at the lower portions (first and second branch portions) Bt1 and Bt2 of the first and second pressure regulating valves UP1 and UP2, and the wheel wheel cylinder fluid passages HWi to HWl are provided. And is connected to each of the wheel cylinders CWi to CWl.
  • the first and second branch parts Bt1 and Bt2 are parts that branch toward the wheel cylinders CWi to CWl in the first and second braking systems.
  • It Inlet valves VIi to VIl are provided in the wheel cylinder fluid passages HWi to HWl.
  • the "first braking system” includes a first master cylinder fluid passage HM1, right front wheels, left rear wheel wheel cylinder fluid passages HWi, HWl, and a first master cylinder chamber Rm1 and right front wheels, left rear wheel.
  • the cylinders CWi and CWl are connected.
  • the right front wheel and the left rear wheel inlet valves VIi and VIl are provided in the right front wheel and the left rear wheel wheel cylinder fluid passages HWi and HWl. That is, the right front wheel and the left rear wheel inlet valves VIi and VIl are provided between the branch portion Bt1 and the right front wheel and the left rear wheel wheel cylinders CWi and CWl in the first braking system.
  • the "second braking system" is composed of the second master cylinder fluid passage HM2, the left front wheel, the right rear wheel wheel cylinder fluid passages HWj, HWk, and the second master cylinder chamber Rm2 and the left front wheel, right.
  • the rear wheel cylinders CWj and CWk are connected.
  • the left front wheel and right rear wheel inlet valves VIj and VIk are provided in the left front wheel and right rear wheel wheel cylinder fluid passages HWj and HWk. That is, the left front wheel and the right rear wheel inlet valves VIj and VIk are provided between the branch portion Bt2 and the left front wheel and the right rear wheel wheel cylinders CWj and CWk in the second braking system.
  • Each wheel cylinder fluid passage HW is connected to the low pressure reservoir RL via a normally closed outlet valve VO at the lower portion of the inlet valve VI (between the inlet valve VI and the wheel cylinder CW).
  • the fluid passage that connects the wheel cylinder fluid passage HW and the low pressure reservoir RL is referred to as "reservoir fluid passage HR". Therefore, the outlet valve VO is provided in the reservoir fluid passage HR.
  • a normally open solenoid valve is used as the inlet valve VI.
  • a normally closed on / off solenoid valve is used as the outlet valve VO.
  • the on / off solenoid valve is a 2-port 2-position switching type solenoid valve having two positions, an open position and a closed position. That is, in the normally open type inlet valve VI, the open position and the closed position are selectively realized. Therefore, the inlet valve VI is fully opened when not energized, and is fully closed when energized. Further, even in the normally closed outlet valve VO, the open position and the closed position are selectively realized.
  • the outlet valve VO achieves a fully closed state when not energized, and achieves a fully open state when energized.
  • the configuration related to each wheel WH is the same.
  • the solenoid valves VI and VO are controlled by the controller ECU based on the drive signals Vi and Vo.
  • the braking fluid pressure Pw of each wheel can be independently controlled by the inlet valve VI and the outlet valve VO.
  • a linear solenoid valve may be adopted as at least one of the inlet valve VI and the outlet valve VO instead of the on / off solenoid valve.
  • the inlet valve VI In order to reduce the hydraulic pressure Pw in the wheel cylinder CW, the inlet valve VI is closed and the outlet valve VO is opened. The inflow of the braking fluid BF from the inlet valve VI is blocked, the braking fluid BF in the wheel cylinder CW flows out to the low pressure reservoir RL, and the braking fluid pressure Pw is reduced. Further, since the braking hydraulic pressure Pw is increased, the inlet valve VI is opened and the outlet valve VO is closed. The outflow of the braking fluid BF to the low-pressure reservoir RL is blocked, the downstream hydraulic pressure Pp adjusted by the pressure regulating valve UP is introduced into the wheel cylinder CW, and the braking hydraulic pressure Pw is increased. Further, in order to maintain the hydraulic pressure Pw in the wheel cylinder CW, both the inlet valve VI and the outlet valve VO are closed.
  • the braking torque Tq of the wheel WH is increased / decreased (adjusted) by increasing / decreasing the braking fluid pressure Pw.
  • the braking fluid pressure Pw is increased, the force with which the friction material is pressed against the rotating member KT is increased, and the braking torque Tq is increased.
  • the braking force of the wheel WH is increased.
  • the braking fluid pressure Pw is reduced, the pressing force of the friction material on the rotating member KT is reduced, and the braking torque Tq is reduced. As a result, the braking force of the wheel WH is reduced.
  • the driving assist controller ECJ calculates the required deceleration Gs in the automatic braking control.
  • the required deceleration Gs is transmitted to the braking controller ECU via the communication bus BS.
  • the braking controller ECU controls the fluid unit HU (ML, UP, etc.) so as to adjust the braking torque Tq of the wheel WH based on the required deceleration Gs.
  • a distance sensor OB is provided.
  • a camera, a radar or the like is used as the distance sensor OB.
  • a navigation system can be used as the distance sensor OB.
  • the detected relative distance Ob is input to the driving assistance controller ECJ.
  • the driving support controller ECJ includes a collision margin time calculation block TC, a vehicle head time calculation block TW, and a required deceleration calculation block GS.
  • the collision margin time calculation block TC calculates the collision margin time Tc based on the relative distance Ob between the object in front of the vehicle and the host vehicle.
  • the collision margin time Tc is the time until the collision between the own vehicle and the object.
  • the collision margin time Tc is determined by dividing the relative distance Ob between the object in front of the vehicle and the host vehicle by the speed difference between the obstacle and the host vehicle (that is, the relative speed). It
  • the relative velocity is calculated by time-differentiating the relative distance Ob.
  • the headway time Tw is calculated based on the relative distance Ob and the vehicle body speed Vx.
  • the headway time Tw is the time until the vehicle reaches the current position of the object ahead. Specifically, the headway time Tw is calculated by dividing the relative distance Ob by the vehicle body speed Vx. When the object in front of the host vehicle is stationary, the collision margin time Tc and the headway time Tw match.
  • the vehicle body speed Vx is acquired from the vehicle body speed calculation block VX of the controller ECU via the communication bus BS.
  • the required deceleration Gs is calculated based on the collision margin time Tc and the headway time Tw.
  • the required deceleration Gs is a target value of the deceleration of the host vehicle for avoiding a collision between the host vehicle and a front object.
  • the required deceleration Gs is calculated according to the calculation map Zgs such that the larger the collision margin time Tc is, the smaller it is (or the smaller the collision margin time Tc is, the larger it is). Further, the required deceleration Gs can be adjusted based on the headway time Tw.
  • the requested deceleration Gs is adjusted based on the vehicle head time Tw so that the requested deceleration Gs becomes smaller as the vehicle head time Tw becomes larger (or the requested deceleration Gs becomes larger as the vehicle head time Tw becomes smaller). ..
  • the required deceleration Gs is input to the braking controller ECU via the communication bus BS.
  • Each wheel WH of the vehicle is provided with a wheel speed sensor VW so as to detect the rotation speed (wheel speed) Vw of the wheel WH.
  • the detected wheel speed Vw is input to the braking controller ECU.
  • the braking controller ECU includes a vehicle body speed calculation block VX, an actual deceleration calculation block GA, an automatic braking control block JC, and a drive circuit DR.
  • the vehicle speed Vx is calculated based on the wheel speed Vw. For example, during non-braking including acceleration of the vehicle, the vehicle body speed Vx is calculated based on the slowest one of the four wheel speeds Vw (slowest wheel speed). Further, during braking, the vehicle body speed Vx is calculated based on the fastest of the four wheel speeds Vw (the fastest wheel speed). Further, in the calculation of the vehicle body speed Vx, a limit may be set on the amount of change over time. That is, the upper limit value ⁇ up of the increasing gradient of the vehicle body speed Vx and the lower limit value ⁇ dn of the decreasing gradient are set, and the change of the vehicle body speed Vx is restricted by the upper and lower limit values ⁇ up, ⁇ dn.
  • the calculated vehicle speed Vx is transmitted to the vehicle head time calculation block TW of the driving support controller ECJ via the communication bus BS.
  • the actual deceleration calculation block GA calculates the actual deceleration Ga based on the vehicle body speed Vx.
  • the actual deceleration Ga is a deceleration (negative acceleration) in the front-rear direction (traveling direction) of the vehicle that is actually occurring.
  • the vehicle speed Vx is time-differentiated to calculate the actual deceleration Ga.
  • the longitudinal acceleration (longitudinal deceleration) Gx is adopted for the calculation of the actual deceleration Ga.
  • the longitudinal acceleration Gx (detection value) is directly determined as the actual deceleration Ga.
  • the longitudinal acceleration Gx is detected by the longitudinal acceleration sensor GX, and the longitudinal acceleration Gx includes the gradient of the traveling road surface.
  • the differential value of the vehicle body speed Vx is preferable to the longitudinal acceleration Gx. Further, the actual vehicle deceleration Ga may be calculated based on the differential value (calculated value) of the vehicle body speed Vx and the longitudinal acceleration Gx (detected value) so as to improve the robustness.
  • the automatic braking control block JC executes automatic braking control based on the required deceleration Gs and the actual deceleration Ga.
  • the necessity of automatic braking is determined.
  • the automatic braking control is unnecessary.
  • feedback control automated braking control
  • the automatic braking control block JC includes a target hydraulic pressure calculation block PT, a turning amount deviation calculation block HY, a deflection direction determination block HN, a correction hydraulic pressure calculation block PS, and a drive signal calculation block DS.
  • the first and second target hydraulic pressures Pt1 and Pt2 are calculated based on the required deceleration Gs and the preset calculation map.
  • the first target hydraulic pressure Pt1 (corresponding to the "first hydraulic pressure target value") is the actual hydraulic pressure Pp1 (corresponding to the "first hydraulic pressure actual value”) of the first braking system HM1 connected to the right front wheel cylinder CWi. ) Is the target value.
  • the second target hydraulic pressure Pt2 (corresponding to the "second hydraulic pressure target value”) is the actual hydraulic pressure Pp2 ("the second hydraulic pressure actual value") of the second braking system HM2 connected to the left front wheel cylinder CWj. Is equivalent to the target value.
  • the specifications of the vehicle mass, height of the center of gravity, etc.
  • the specifications of the braking device the effective braking radius of the rotating member KT, the friction coefficient of the friction material, the pressure receiving area of the wheel cylinder CW, etc.
  • the turning amount deviation hY is calculated in the turning amount deviation block HY.
  • the turning amount deviation block HY first, the reference turning amount Ys according to the steering angle Sa and the actual turning amount Ya according to the yaw rate Yr are calculated. Then, the turning amount deviation hY is calculated based on the reference turning amount Ys and the actual turning amount Ya.
  • the turning amount deviation hY is a state quantity that represents a deviation between the traveling direction of the vehicle indicated by the steering angle Sa and the actual traveling direction of the vehicle. Therefore, the turning state deviation hY represents the deflection state of the vehicle.
  • the turning amount deviation hY is calculated by the following equation (1) in consideration of the turning direction of the vehicle.
  • hY sgn (Yr) ⁇ (Ya ⁇ Ys)
  • the turning amount deviation hY (yaw rate deviation) is calculated by using the yaw rate Yr as the physical quantity.
  • the reference turning amount Ys corresponds to a case where the grip state of the wheel WH is appropriate and there is no difference between the first and second actual hydraulic pressures Pp1 and Pp2 (state in which vehicle deflection does not occur). ..
  • the steering angle Sa and the yaw rate Yr have a predetermined relationship when the wheel WH is gripped. Therefore, the turning amount deviation hY (steering angle deviation) can be calculated in the dimension of the steering angle Sa as a physical quantity.
  • the steering angle Sa is directly determined as the reference turning amount Ys.
  • the actual turning amount Ya is calculated by the following equation (3).
  • Ya ⁇ L ⁇ (1 + Kh ⁇ Vx ⁇ 2) ⁇ ⁇ Yr / (Vx ⁇ 2) ... Equation (3)
  • the turning amount deviation hY is calculated as a difference between the reference turning amount Ys according to the steering angle Sa and the actual turning amount Ya according to the yaw rate Yr.
  • the direction (turning direction) Hn in which the vehicle is deflected is determined based on the yaw rate Yr.
  • the predetermined amount hx is a preset constant, and is determined by the difference between the first and second actual hydraulic pressures Pp1 and Pp2, the load, the friction coefficient difference of the friction material, the inclination of the road surface in the vehicle width direction, and the like. This is a preset constant (determination threshold value) for determining “whether or not vehicle deflection has occurred”.
  • the determination (identification) of the deflection direction Hn is performed when the vehicle is traveling straight ahead (specifically, when the steering angle Sa is substantially in the neutral position and is within the range of the predetermined angle sa).
  • Yaw rate Yr As described above, when the yaw rate Yr is a positive sign (+), it is determined that the deflection direction Hn is the left direction, and when the yaw rate Yr is a negative sign (-), the deflection direction Hn is It is determined to be in the right direction.
  • the deflection direction Hn may be identified according to the sign of “Ya ⁇ Ys (state amount obtained by subtracting the reference turning amount from the actual turning amount)”. In any case, since the deflection of the vehicle appears in the change in the yaw rate Yr, the deflection direction Hn is identified based on the yaw rate Yr.
  • the first and second target hydraulic pressures Pt1 and Pt2 are corrected based on the turning amount deviation hY and the deflection direction Hn, and the first and second correction hydraulic pressures Ps1 and Ps2 ( “Corresponding to the first and second hydraulic pressure target values") is calculated.
  • the first and second target hydraulic pressures Pt1 and Pt2 are not corrected and are set as the first and second correction hydraulic pressures Ps1 and Ps2.
  • the first and second target hydraulic pressures Pt1 and Pt2 are corrected when the turning amount deviation hY is equal to or greater than the predetermined amount hx, and the first , And second corrected hydraulic pressures Ps1 and Ps2 (corrected first and second hydraulic pressure target values) are calculated.
  • the hydraulic pressure correction amounts Pz and Pg are calculated based on the turning amount deviation hY so as to correct the first and second target hydraulic pressures Pt1 and Pt2.
  • the hydraulic pressure correction amount Pz is a state amount for increasing the target hydraulic pressure Pt (referred to as “increase correction amount”), and the hydraulic pressure correction amount Pg is a state amount for decreasing the target hydraulic pressure Pt ( It is referred to as “reduction correction amount”).
  • the hydraulic pressure correction amounts Pz and Pg are calculated to increase as the turning amount deviation hY increases. Then, the increase correction amount Pz is set to be larger than the decrease correction amount Pg, and the decrease correction amount Pg is set to be smaller than the increase correction amount Pz (that is, “Pz> Pg”). This is based on the characteristic that the actual hydraulic pressure Pp is likely to be decreased but is hard to be increased. By determining the corrected first and second target hydraulic pressures Ps1 and Ps2 as “Pz> Pg”, the actual hydraulic pressure Pp is adjusted quickly (with good responsiveness), and as a result, the vehicle deflection Can be suitably suppressed.
  • the front wheel braking force is set to be larger than the rear wheel braking force. That is, in the generation of the braking force, the braking force of the front wheels WHf is dominant to the vehicle behavior (Yr etc.).
  • the drive signal calculation block DS calculates the pressure regulating valve drive signal Up and the motor drive signal Ml based on the first and second correction hydraulic pressures Ps1 and Ps2. Specifically, the rotation speed of the electric motor ML is determined based on the larger one of the first and second correction hydraulic pressures Ps1 and Ps2. Then, the drive signal Ml (current instruction value) that indicates the amount of electricity (current value) to the electric motor ML is calculated so that the rotation speed is achieved. Further, the electric motor ML may be driven at a preset constant rotation speed. In this case, an ON signal for instructing the rotation of the electric motor ML is determined as the motor drive signal Ml.
  • the drive signal Up is a signal transmitted to the drive circuit DR in order to control the pressure regulating valve UP.
  • the pressure regulating valve UP is a normally open type linear solenoid valve, and the valve opening amount is in a fully opened state when not energized. Then, as the energization amount (current value) is increased, the valve opening amount is decreased, the return passage configured including the fluid pump QL is throttled, and the actual hydraulic pressure Pp (resulting braking hydraulic pressure Pw) is obtained. Will be increased.
  • the drive signal Up (energized instruction amount) is calculated based on the corrected hydraulic pressure (corrected target value) Ps. That is, when the target hydraulic pressure (correction hydraulic pressure) Ps is relatively small, the energization instruction value Up is calculated to be small, and the energization instruction value Up is determined to increase as the target hydraulic pressure Ps increases. ..
  • the switching elements control the energization states of the linear solenoid valve (pressure regulating valve) UP and the electric motor ML based on the drive signals Up and Ml.
  • the drive circuit DR may be provided with a pressure regulating valve UP and an energization amount sensor (current sensor) that detects an actual energization amount (supply current value) of the electric motor ML. Then, the current feedback control is executed so that the supply current value matches the drive signals Up and Ml. Further, as will be described later, the energization states of the on / off solenoid valves VI and VO are controlled by the drive signals Vi and Vo.
  • the process of automatic braking control will be described with reference to the flowchart of FIG.
  • the automatic braking control is performed by the wheel cylinder CW so as to avoid the collision between the vehicle and the obstacle based on the required deceleration Gs according to the relative distance Ob between the object (obstacle) in front of the vehicle and the vehicle.
  • the hydraulic pressure (braking hydraulic pressure) Pw is increased from the hydraulic pressure (master cylinder hydraulic pressure) Pm of the master cylinder CM.
  • step S110 Various signals are read in step S110. Specifically, the required deceleration Gs, the longitudinal acceleration Gx (detection value), the yaw rate Yr, the steering angle Sa, and the vehicle body speed Vx are acquired.
  • step S120 the deceleration Ga in the vehicle front-rear direction that is actually occurring is calculated based on at least one of the longitudinal acceleration Gx and the vehicle body speed Vx.
  • step S130 the necessity of automatic braking control is determined. For example, the necessity is determined based on the comparison between the required deceleration Gs and the actual deceleration Ga. If “Gs ⁇ Ga”, the automatic braking control is not necessary, and the process returns to step S110. If “Gs> Ga”, it is determined that the automatic braking control is necessary, and the process proceeds to step S140.
  • step S140 the electric motor ML is driven.
  • a recirculation of the brake fluid BF including the pressure regulating valve UP and the fluid pump QL (a flow of the brake fluid BF circulating in “QL ⁇ Bt ⁇ UP ⁇ Bs ⁇ RL ⁇ QL”) is formed.
  • the first and second target hydraulic pressures Pt1 and Pt2 are the actual first and second actual hydraulic pressures Pp1 and Pp2 (first and second hydraulic pressure actual values). It is a target value.
  • step S160 the turning amount deviation hY is calculated based on the reference turning amount Ys and the actual turning amount Ya.
  • the reference turning amount Ys is calculated based on the steering angle Sa
  • the actual turning amount Ya is calculated based on the yaw rate Yr.
  • the turning amount deviation hY is calculated as a difference between the reference turning amount Ys and the actual turning amount Ya. Therefore, the turning amount deviation hY is a state variable indicating the degree of vehicle deflection (difference between the traveling direction desired by the driver and the actual traveling direction).
  • step S170 it is determined whether the target hydraulic pressure Pt needs to be corrected. Specifically, when the turning amount deviation hY (the absolute value of the deviation hY when the turning direction is not considered) is less than the predetermined amount hx, the first and second actual hydraulic pressures Pp1 and Pp2 are substantially equal to each other. It is not necessary to correct the target hydraulic pressure Pt. Therefore, if "hY ⁇ hx", the process proceeds to step S180.
  • the predetermined amount hx is a preset constant and is a threshold value for determining whether or not the target hydraulic pressure Pt needs to be corrected.
  • step S180 final first and second target hydraulic pressures (first and second corrected hydraulic pressures) Ps1 and Ps2 are calculated.
  • Step S180 corresponds to a case where the vehicle is not deflected in the automatic braking control. Since the correction of the target hydraulic pressure is unnecessary, the first and second target hydraulic pressures Pt1 and Pt2 are directly determined as the first and second correction hydraulic pressures Ps1 and Ps2. That is, since the first and second target hydraulic pressures Pt1 and Pt2 are calculated to be the same value, the first and second correction hydraulic pressures Ps1 and Ps2 (corresponding to the “first and second hydraulic pressure target values”) are also the same. Is decided.
  • Steps S190 to S220 correspond to the case where the vehicle is deflected in the automatic braking control.
  • the first and second target hydraulic pressures Pt1 and Pt2 are corrected based on the turning amount deviation hY, and the final first and second target hydraulic pressures (first and second corrected hydraulic pressures) are corrected.
  • Ps1 and Ps2 corrected first and second hydraulic pressure target values
  • step S190 the hydraulic pressure correction amounts Pz and Pg are calculated based on the calculation maps Zpz and Zpg of the correction amount calculation block ZG shown in the balloon and the turning amount deviation hY.
  • the increase correction amount Pz is for increasing and correcting the final target hydraulic pressure (correction hydraulic pressure) Ps from the target hydraulic pressure Pt.
  • the increase correction amount Pz is calculated according to the increase calculation map Zpz to “0” when the turning amount deviation hY is less than a predetermined amount hx (a preset constant), and the turning amount deviation hY (or its absolute value). Is greater than or equal to the predetermined amount hx, the increase correction amount Pz is calculated to increase from “0” as the turning amount deviation hY (or its absolute value) increases.
  • the decrease correction amount Pg is for reducing the final target hydraulic pressure Ps from the target hydraulic pressure Pt and correcting the final target hydraulic pressure Ps.
  • the decrease correction amount Pg is calculated to be “0” in the case of “hY ⁇ hx” according to the decrease calculation map Zpg, and is increased as the turning amount deviation hY is increased in the case of “hY ⁇ hx”.
  • the reduction correction amount Pg is calculated so as to increase from “0”.
  • step S200 it is determined (identified) whether the vehicle deflection direction Hn is leftward or rightward. For example, the identification is performed based on the sign of the yaw rate Yr. Further, the turning amount deviation hY calculated based on the yaw rate Yr may be identified according to the sign. If the deflection direction Hn is the left direction, the process proceeds to step S210. On the other hand, if the deflection direction Hn is the right direction, the process proceeds to step S220.
  • the increase correction amount Pz is set to be larger than the decrease correction amount Pg (that is, “Pz> Pg”).
  • the actual hydraulic pressure Pp is likely to be decreased but difficult to be increased. Therefore, the actual hydraulic pressure Pp can be corrected quickly by calculating the hydraulic pressure correction amount as “Pz> Pg”.
  • upper limit values pz and pg are set for the increase and decrease correction amounts Pz and Pg.
  • the turning amount deviation hY is generated not only by the left-right difference in braking force in the automatic braking control but also by road surface disturbance (for example, change in road surface friction coefficient, inclination of road surface in the vehicle width direction).
  • step S220 the first correction hydraulic pressure Ps1 is reduced and corrected from the first target hydraulic pressure Pt1 by the reduction correction amount Pg.
  • the first and second target hydraulic pressures (first and second target hydraulic pressures) Pt1 and Pt2 are set to the first and second corrected hydraulic pressures Ps1 and Ps1 by the hydraulic pressure correction amounts Pz and Pg. It is corrected to Ps2 (final target value after correction).
  • Ps1 and Ps1 final target value after correction
  • step S230 the first and second pressure regulating valves UP1 and UP2 are controlled based on the first and second correction hydraulic pressures Ps1 and Ps2 (first and second hydraulic pressure target values). Specifically, the first and second drive signals (energization instruction signals) Up1 and Up2 are determined based on the first and second correction hydraulic pressures Ps1 and Ps2, and the first and second pressure regulating valves UP1 and UP2 are selected. Is controlled.
  • the energization amount feedback control is performed so that the actual energization amount (detection value by the energization amount sensor) matches the target energization amounts Up1 and Up2. obtain. Further, in the control of the amount of electricity supplied to the first and second pressure regulating valves UP1 and UP2, deceleration feedback control may be performed so that the actual deceleration Ga matches the required deceleration Gs.
  • a vehicle to which the automatic braking device JS is applied employs a diagonal system as two braking systems.
  • the automatic braking device JS masters the hydraulic pressure Pw of the wheel cylinder CW based on the required deceleration Gs corresponding to the distance (relative distance) Ob between the object in front of the vehicle and the vehicle so as to avoid collision with the object. It increases from the hydraulic pressure Pm of the cylinder CM.
  • the automatic braking device JS includes a "yaw rate sensor YR that detects the yaw rate Yr of the vehicle", a “steering angle sensor SA that detects the steering angle Sa of the vehicle”, and a “right front wheel cylinder CWi of the two braking systems”.
  • the first pressure regulating valve UP1 for adjusting the first hydraulic pressure actual value Pp1 which is the hydraulic pressure of the connected first braking system HM1", and “the second of the two braking systems connected to the left front wheel cylinder CWj" A second pressure regulating valve UP2 for adjusting a second hydraulic pressure actual value Pp2 which is the hydraulic pressure of the braking system HM2 ", and a" first hydraulic pressure target corresponding to the first hydraulic pressure actual value Pp1 based on the required deceleration Gs ".
  • the value Pt1 (or Ps1) and the second hydraulic pressure target value Pt2 (or Ps2) corresponding to the second hydraulic pressure actual value Pp2 are calculated in the same manner to obtain the first and second hydraulic pressure actual values Pp1 and Pp2.
  • the controller ECU calculates the turning amount deviation hY based on the reference turning amount Ys according to the steering angle Sa and the actual turning amount Ya according to the yaw rate Yr.
  • the deflection direction Hn of the vehicle is determined based on the yaw rate Yr.
  • the deflection direction Hn is the left direction
  • the first hydraulic pressure target value Pt1 is corrected to increase
  • the second hydraulic pressure target value Pt2 is corrected to decrease.
  • the deflection direction Hn is rightward, the first hydraulic pressure target value Pt1 is corrected to decrease and the second hydraulic pressure target value Pt2 is corrected to increase.
  • the vehicle deflection is determined based on the deviation between the reference turning amount Ys and the actual turning amount Ya (yaw rate deviation, steering angle deviation, etc.) and the vehicle deflection direction.
  • the hydraulic pressure target value of the braking system on the one side is corrected to be increased, and the hydraulic pressure target value of the braking system on the other side is corrected to be decreased.
  • one system is pressure-increased and the other system is decompressed, so that the braking force acting on the entire vehicle is maintained constant.
  • the required deceleration Gs is reliably achieved without changing the deceleration of the vehicle, and not only the vehicle deflection caused by the variation of the two pressure regulating valves UP1 and UP2 but also the vehicle caused by the single load or the like. The effect can be exerted also on the deflection.
  • the hydraulic pressure correction amounts Pz and Pg are calculated based on the turning amount deviation hY.
  • the hydraulic pressure correction amounts Pz and Pg are determined to increase as the turning amount deviation hY increases.
  • the increase correction is performed by adding the increase correction amount Pz to one of the first and second hydraulic pressure target values Pt1 and Pt2.
  • the decrease correction amount Pg which is a value smaller than the increase correction amount Pz, is subtracted from the other of the first and second hydraulic pressure target values Pt1 and Pt2 to perform the decrease correction (that is, "Pz>").
  • Pg ”). That is, the increase correction amount Pz of the target hydraulic pressure Pt is determined to be larger than the decrease correction amount Pg of the target hydraulic pressure Pt.
  • the final target hydraulic pressure (corrected hydraulic pressure) on the side where the front wheel braking force is small is calculated to be larger, so the influence of the time delay in increasing the hydraulic pressure on the pressure increasing side is compensated for, and the boost response is improved. To be done.
  • Limit values (upper limit values) pz and pg are set for the increasing correction amount Pz and the decreasing correction amount Pg.
  • the yaw rate Yr actually generated decreases as the vehicle body speed Vx decreases. Further, the yaw rate Yr may also change due to road surface disturbances (friction coefficient, road surface inclination, etc.). By providing the above limit values pz and pg, yaw rate fluctuations (overshoot, hunting) are suppressed.
  • the rear wheel braking hydraulic pressure can be maintained without being increased by the inlet valve VI corresponding to the rear wheel wheel cylinder connected to the braking system where the hydraulic pressure is increased and corrected. That is, when “hY ⁇ hx” is satisfied (corresponding calculation cycle), the increase of the hydraulic pressure is corrected, and at the same time, the drive circuit DR is configured to set the inlet valve VI to the closed position (fully closed state).
  • the drive signal Vi is output.
  • the rear wheel braking force corresponding to the braking system on the hydraulic pressure increasing side generates a yaw moment in a direction that promotes the deflection of the vehicle. Further, when the rear wheel braking force is increased, the rear wheel lateral force is reduced, so that it becomes difficult to suppress the vehicle deflection.
  • the vehicle deflection is efficiently suppressed by holding the hydraulic pressure Pwr of the rear wheel wheel cylinder CWr.
  • the brake fluid BF discharged by the fluid pump QL of the braking system is not supplied to the rear wheel cylinders, but the entire amount thereof is supplied to the front wheel cylinders. For this reason, the increase correction of the front wheel braking hydraulic pressure can be performed with high response.

Landscapes

  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Regulating Braking Force (AREA)

Abstract

La présente invention concerne un dispositif de freinage automatique disposé dans un véhicule utilisant un type de système de freinage diagonal. Le dispositif comprend : un capteur de vitesse de lacet ; un capteur d'angle de direction ; une première soupape de régulation de pression destinée à réguler une pression hydraulique dans un cylindre de roue avant droit ; une seconde soupape de régulation de pression destinée à réguler une pression hydraulique dans un cylindre de roue avant gauche ; et un dispositif de commande destiné à commander les première et seconde soupapes de régulation de pression. Le dispositif de commande calcule un écart de quantité de virage sur la base d'une quantité de virage standard correspondant à un angle de direction et d'une quantité de virage réelle correspondant à une vitesse de lacet. Si l'écart de quantité de virage est supérieur ou égal à une quantité prédéterminée, le dispositif de commande détermine une direction de déviation du véhicule sur la base de la vitesse de lacet et apporte une correction pour augmenter une valeur cible de pression hydraulique d'une part et une correction pour réduire une valeur cible de pression hydraulique d'autre part.
PCT/JP2019/042554 2018-10-31 2019-10-30 Dispositif de freinage automatique pour véhicule WO2020090880A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
CN201980064030.XA CN112770949B (zh) 2018-10-31 2019-10-30 车辆的自动制动装置

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2018-205031 2018-10-31
JP2018205031A JP7139890B2 (ja) 2018-10-31 2018-10-31 車両の自動制動装置

Publications (1)

Publication Number Publication Date
WO2020090880A1 true WO2020090880A1 (fr) 2020-05-07

Family

ID=70462478

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/JP2019/042554 WO2020090880A1 (fr) 2018-10-31 2019-10-30 Dispositif de freinage automatique pour véhicule

Country Status (3)

Country Link
JP (1) JP7139890B2 (fr)
CN (1) CN112770949B (fr)
WO (1) WO2020090880A1 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20220340106A1 (en) * 2019-08-09 2022-10-27 Toyota Jidosha Kabushiki Kaisha Drive assistance device

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH092234A (ja) * 1995-06-19 1997-01-07 Fuji Heavy Ind Ltd 制動力制御装置
JP2001354124A (ja) * 2000-06-14 2001-12-25 Honda Motor Co Ltd 車両の走行安全装置
JP2017149378A (ja) * 2016-02-26 2017-08-31 ダイハツ工業株式会社 ブレーキ装置

Family Cites Families (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP4241247B2 (ja) * 2003-07-17 2009-03-18 株式会社アドヴィックス 車両の運動制御装置
JP2005158014A (ja) 2003-10-31 2005-06-16 Nissan Motor Co Ltd 車線逸脱防止装置
CN102753408B (zh) * 2010-02-02 2016-02-10 丰田自动车株式会社 车辆的行为控制装置
JP2018069998A (ja) * 2016-10-31 2018-05-10 株式会社ジェイテクト 車両用姿勢制御装置
CN108501911A (zh) * 2018-03-09 2018-09-07 同济大学 一种车辆集成式电子液压制动系统及稳定性控制方法

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH092234A (ja) * 1995-06-19 1997-01-07 Fuji Heavy Ind Ltd 制動力制御装置
JP2001354124A (ja) * 2000-06-14 2001-12-25 Honda Motor Co Ltd 車両の走行安全装置
JP2017149378A (ja) * 2016-02-26 2017-08-31 ダイハツ工業株式会社 ブレーキ装置

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20220340106A1 (en) * 2019-08-09 2022-10-27 Toyota Jidosha Kabushiki Kaisha Drive assistance device
US11993237B2 (en) * 2019-08-09 2024-05-28 Toyota Jidosha Kabushiki Kaisha Drive assistance device

Also Published As

Publication number Publication date
JP7139890B2 (ja) 2022-09-21
CN112770949A (zh) 2021-05-07
JP2020069899A (ja) 2020-05-07
CN112770949B (zh) 2023-06-09

Similar Documents

Publication Publication Date Title
JP7345720B2 (ja) 車両の自動制動装置
CN111278692B (zh) 车辆的制动控制装置
JP7395996B2 (ja) 車両の自動制動装置
CN111417554B (zh) 车辆的制动控制装置
WO2020162433A1 (fr) Dispositif de freinage automatique de véhicule
CN111406007B (zh) 车辆的制动控制装置
JP6950407B2 (ja) 車両の制動制御装置
WO2020090880A1 (fr) Dispositif de freinage automatique pour véhicule
JP7363572B2 (ja) 車両の制動制御装置
JP7259335B2 (ja) 車両の自動制動装置
JP7205164B2 (ja) 車両の自動制動装置
JP7452087B2 (ja) 車両の制動制御装置
WO2019107522A1 (fr) Dispositif de commande de freinage pour véhicule
JP7139883B2 (ja) 車両の制動制御装置
JP7302705B2 (ja) 車両の制動制御装置
JP2020111116A (ja) 車両の自動制動装置
WO2023171810A1 (fr) Dispositif de commande de freinage pour véhicule
WO2019181577A1 (fr) Dispositif de commande de freinage de véhicule
JP2024120410A (ja) 車両の制動制御装置

Legal Events

Date Code Title Description
121 Ep: the epo has been informed by wipo that ep was designated in this application

Ref document number: 19879504

Country of ref document: EP

Kind code of ref document: A1

NENP Non-entry into the national phase

Ref country code: DE

122 Ep: pct application non-entry in european phase

Ref document number: 19879504

Country of ref document: EP

Kind code of ref document: A1