WO2021039535A1 - Dispositif amplificateur électrique pour véhicule - Google Patents

Dispositif amplificateur électrique pour véhicule Download PDF

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Publication number
WO2021039535A1
WO2021039535A1 PCT/JP2020/031283 JP2020031283W WO2021039535A1 WO 2021039535 A1 WO2021039535 A1 WO 2021039535A1 JP 2020031283 W JP2020031283 W JP 2020031283W WO 2021039535 A1 WO2021039535 A1 WO 2021039535A1
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Prior art keywords
displacement amount
relationship
operating
pressing force
decreasing
Prior art date
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PCT/JP2020/031283
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English (en)
Japanese (ja)
Inventor
健太 柿添
駿 塚本
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株式会社アドヴィックス
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Publication of WO2021039535A1 publication Critical patent/WO2021039535A1/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
    • 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
    • B60T13/74—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 electrical assistance or drive
    • 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

Definitions

  • This disclosure relates to an electric booster of a vehicle.
  • Patent Document 1 there is known an electric booster that assists and outputs a force based on an input from a braking operation member by driving a motor.
  • the force based on the output is increased when the force based on the input from the braking operation member is increased and when the force based on the input is decreased.
  • I try to make the size of. This hysteresis characteristic is determined by the size of the components of the electric booster and the positional relationship of the components adjacent to each other.
  • the hysteresis characteristic of the electric booster disclosed in Patent Document 1 is determined at the time of manufacturing the electric booster. Therefore, the hysteresis characteristic cannot be changed when the vehicle is running.
  • the electric booster of the vehicle for solving the above problems assists the input shaft into which the operating force is input via the braking operation member and the operating force input to the input shaft according to the driving amount of the motor.
  • a braking actuator having an assist mechanism, an output shaft connected to the assist mechanism and outputting an operating force assisted by the assist mechanism as a pressing force, and a control device for the braking actuator are provided.
  • the control device includes an operation displacement acquisition unit that acquires an operation displacement amount that is a displacement amount of the input shaft based on the operation of the braking operation member, and an assist mechanism control unit that drives the motor according to the operation displacement amount.
  • the assist mechanism control unit has a relationship between the operating displacement amount and the pressing force when the operating displacement amount is increasing, and the operating displacement when the operating displacement amount is decreasing.
  • the gist is to control the motor so that the relationship between the amount and the pressing force is different from each other.
  • the hysteresis characteristic of the electric booster can be changed by controlling the motor.
  • the hysteresis characteristic of the electric booster can be changed while the vehicle is traveling.
  • FIG. 1 shows a vehicle braking device including the electric booster 100.
  • the braking device includes a brake pedal 91 as a braking operation member, a master cylinder MC, a wheel cylinder WC, and a reservoir tank 99. Wheel cylinders WC are provided on each wheel 89 of the vehicle.
  • the brake pedal 91 When the brake pedal 91 is operated, the brake fluid supplied from the reservoir tank 99 to the master cylinder MC flows from the master cylinder MC into the wheel cylinder WC.
  • the inflow of the brake fluid into the wheel cylinder WC increases the hydraulic pressure in the wheel cylinder WC.
  • Braking force is applied to the wheels 89 by increasing the hydraulic pressure in the wheel cylinder WC.
  • the electric booster 100 includes a braking actuator 92.
  • the braking actuator 92 assists the force based on the input from the brake pedal 91 and transmits the force to the master cylinder MC.
  • the force assisted by the braking actuator 92 and output to the master cylinder MC is called "pushing pressure".
  • the braking actuator 92 includes an input shaft 93 that is displaced by transmitting a force from the brake pedal 91.
  • the braking actuator 92 includes an output shaft 97 for pressing the piston of the master cylinder MC.
  • the output shaft 97 is arranged on the axis on which the input shaft 93 is displaced.
  • An elastic body 94 and an assist mechanism 95 are interposed between the input shaft 93 and the output shaft 97 in this order.
  • the assist mechanism 95 has a motor 96. The position of the assist mechanism 95 is displaced relative to the input shaft 93 according to the driving amount of the motor 96.
  • the electric booster 100 includes a control device 10 that controls the braking actuator 92.
  • the control device 10 controls the motor 96 to control the braking actuator 92.
  • the displacement amount of the output shaft 97 with respect to the displacement amount of the input shaft 93 can be adjusted. That is, the magnitude of the output from the electric booster 100 can be changed with respect to the magnitude of the input to the electric booster 100 through the control of the motor 96. Details of the processing executed by the control device 10 will be described later.
  • the electric booster 100 includes a stroke sensor 81 that detects the position of the input shaft 93.
  • the electric booster 100 includes a rotation angle sensor 83 that detects the rotation angle of the motor 96.
  • the detection signals from the stroke sensor 81 and the rotation angle sensor 83 are input to the control device 10.
  • the vehicle is set with a plurality of driving modes having different control modes such as an engine as a power source and a braking device.
  • the vehicle is controlled based on the driving mode selected from the plurality of driving modes.
  • the vehicle includes a mode selection unit 88 for selecting a traveling mode.
  • the mode selection unit 88 selects the traveling mode of the vehicle based on, for example, a signal from a switch operated by the driver of the vehicle. Alternatively, the mode selection unit 88 selects the traveling mode of the vehicle according to the traveling state of the vehicle.
  • the travel mode information selected by the mode selection unit 88 is input to the control device 10.
  • the control device 10 can send and receive information to and from other control devices of the vehicle.
  • FIG. 2 shows a part of the electric booster 100. The details of the process executed by the control device 10 will be described with reference to FIG.
  • FIG. 2 shows a functional unit included in the control device 10.
  • the control device 10 includes an operation displacement acquisition unit 11, a target rotation angle calculation unit 12, an assist mechanism control unit 13, and a rotation angle acquisition unit 14 as functional units. Further, the control device 10 includes a vehicle speed acquisition unit 15 which is a traveling state acquisition unit. The vehicle speed acquisition unit 15 acquires the vehicle speed VS of the vehicle.
  • the operation displacement acquisition unit 11 acquires the operation displacement amount Sp of the brake pedal 91 based on the signal from the stroke sensor 81.
  • the rotation angle acquisition unit 14 acquires the rotation angle Ma of the motor 96 based on the signal from the rotation angle sensor 83.
  • the target rotation angle calculation unit 12 calculates the target rotation angle Mt, which is the target value of the rotation angle Ma of the motor 96, based on the operation displacement amount Sp and the vehicle speed VS.
  • the assist mechanism control unit 13 controls the motor 96 based on the target rotation angle Mt. As a result, the input is assisted, and the pressing force is output from the output shaft 97 to the master cylinder MC.
  • the assist mechanism control unit 13 performs feedback control based on the target rotation angle Mt and the rotation angle Ma so that the rotation angle Ma follows the target rotation angle Mt.
  • the target rotation angle calculation unit 12 will be described in detail with reference to FIG.
  • the target rotation angle calculation unit 12 stores the relationship between the operation displacement amount Sp and the target rotation angle Mt.
  • the target rotation angle calculation unit 12 calculates the target rotation angle Mt based on the operation displacement amount Sp so as to satisfy the relationship.
  • the relationship between the operation displacement amount Sp and the target rotation angle Mt included in the target rotation angle calculation unit 12 is the relationship when the operation displacement amount Sp is increasing and the relationship when the operation displacement amount Sp is decreasing.
  • the increasing relationship is shown as the working stroke line StI.
  • the relationship at the time of decrease is shown as the release stroke line StD.
  • the increasing relationship and the decreasing relationship are such that the target rotation angle Mt increases as the operating displacement amount Sp increases.
  • the relationship at the time of decrease is a relationship in which the ratio of the target rotation angle Mt to the operating displacement amount Sp increasing is larger than the relationship at the time of increase.
  • the target rotation angle calculation unit 12 calculates the target rotation angle Mt according to the increasing relationship indicated by the operating stroke line StI.
  • the target rotation angle calculation unit 12 calculates the target rotation angle Mt according to the release stroke line StD indicated by the decrease relationship.
  • the target rotation angle Mt is calculated according to the operating stroke line StI while the amount of depression of the brake pedal 91 is increasing. While the amount of depression of the brake pedal 91 is decreasing in order to release the applied braking force, the target rotation angle Mt is calculated according to the release stroke line StD.
  • the target rotation angle Mt calculated by the target rotation angle calculation unit 12 is between the time when the operation displacement amount Sp is increasing and the time when the operation displacement amount Sp is decreasing.
  • the value of is different.
  • the target rotation angle Mt calculated according to the release stroke line StD increases as compared with the target rotation angle Mt calculated according to the operation stroke line StI. ..
  • the electric booster 100 has a larger target rotation angle Mt with respect to the operating displacement amount Sp when the braking force is reduced than when the braking force is increased.
  • the operation displacement amount Sp required for the release stroke line StD is smaller than the operation displacement amount Sp required for the operation stroke line StI. ..
  • the target rotation angle Mt is maintained until the operation displacement amount Sp decreases by a specified amount.
  • the holding of the target rotation angle Mt is continued until the straight line indicating the constant target rotation angle Mt intersects the release stroke line StD.
  • the difference between the point on the operating stroke line StI and the point on the release stroke line StD according to the magnitude of the target rotation angle Mt when the target rotation angle Mt is held is the specified amount of the operating displacement amount Sp.
  • the difference between the operating stroke line StI and the release stroke line StD in the horizontal axis direction is the hysteresis width.
  • the specified amount of the operation displacement amount Sp at the time of switching the pedal operation is equal to the hysteresis width at the time of switching the pedal operation.
  • the hysteresis width is proportional to the operating displacement amount Sp. Therefore, as the operation displacement amount Sp when the depression amount of the brake pedal 91 is switched from the increase to the decrease increases, the hysteresis width at the time of switching the pedal operation increases.
  • the hysteresis width is also referred to as "the difference between the operating displacement amount corresponding to the specified pressing force determined from the increasing relationship and the operating displacement amount corresponding to the specified pressing force determined from the decreasing relationship". I can say.
  • the electric booster 100 calculates the target rotation angle Mt based on the operating displacement amount Sp. At this time, the electric booster 100 calculates the target rotation angle Mt so that the operation displacement amount Sp and the target rotation angle Mt satisfy the relationship indicated by the operating stroke line StI or the release stroke line StD. The electric booster 100 controls the drive of the motor 96 using the target rotation angle Mt, and outputs a pressing force to the master cylinder MC.
  • the target rotation angle calculation unit 12 stores the release stroke line StD indicated by the reduction relationship. As shown in FIG. 2, in this release stroke line StD, as the vehicle speed VS increases, the target rotation angle Mt with respect to the operating displacement amount Sp increases. That is, the electric booster 100 adjusts the release stroke line StD as a relation at the time of decrease so that the hysteresis width increases as the vehicle speed VS as the traveling state of the vehicle increases. The electric booster 100 controls the motor 96 based on the release stroke line StD adjusted according to the vehicle speed VS.
  • the target rotation angle calculation unit 12 may change the release stroke line StD indicating the relationship at the time of decrease according to the vehicle speed VS when the operation of the brake pedal 91 is started by the driver. Further, the target rotation angle calculation unit 12 may change the release stroke line StD according to the vehicle speed VS at the time when the increase of the operation displacement amount Sp ends.
  • the hysteresis width changes according to the traveling state. This is because the target rotation angle calculation unit 12 functions as an adjustment unit that adjusts at least one of the increase time relationship and the decrease time relationship. Further, the target rotation angle calculation unit 12 also functions as a storage unit in which the hysteresis characteristic for adjusting the output pressing force is stored.
  • FIG. 3 shows the first release stroke line StD1 when the vehicle speed VS is the first vehicle speed VS1 as the release stroke line StD.
  • the second release stroke line StD2 when the vehicle speed VS is the second vehicle speed VS2 which is larger than the first vehicle speed VS1 is shown.
  • the target rotation angle Mt with respect to the operation displacement amount Sp increases as compared with the first release stroke line StD1.
  • the switching hiss width HS shown in FIG. 3 is the hysteresis width at the time of switching the pedal operation in the case of the second vehicle speed VS2.
  • the hysteresis width at the time of switching the pedal operation in the case of the first vehicle speed VS1 is smaller than the hysteresis width HS at the time of switching in the case of the second vehicle speed VS2.
  • the operating stroke line StI is different from the first release stroke line StD1.
  • the operating stroke line StI is also different from the second release stroke line StD2.
  • the target rotation angle Mt is calculated using the operating stroke line StI and the release stroke line StD.
  • the electric booster 100 controls the drive of the motor 96 by using the target rotation angle Mt. According to this, the hysteresis characteristic of the electric booster 100 can be changed by controlling the motor 96. Thereby, the hysteresis characteristic of the electric booster 100 can be changed while the vehicle is running.
  • the electric booster 100 adjusts the release stroke line StD as a relation at the time of decrease so that the hysteresis width increases as the vehicle speed VS increases.
  • the larger the vehicle speed VS the easier it is for the target rotation angle Mt to decrease with respect to the decrease in the operating displacement amount Sp. Therefore, when the operating displacement amount Sp is reduced, the amount of restoration of the deformation of the elastic body 94 sandwiched between the input shaft 93 and the output shaft 97 tends to increase. This makes it easier for the brake pedal 91 to be pushed back toward the driver.
  • the braking device provided with the electric booster 100, when the operating displacement amount Sp is decreasing, if the amount of change in the operating displacement amount Sp is the same, the driver presses the brake pedal 91 to increase the vehicle speed VS. Shows an increase in operating force.
  • the vehicle speed VS is high, the sensitivity of the braking force to changes in the operation by the driver can be lowered, and when the vehicle speed VS is high, the driver can easily operate the vehicle.
  • the target rotation angle calculation unit 12 changes the deceleration relationship so that the hysteresis width changes according to the vehicle speed VS as the running state of the vehicle.
  • the running state of the vehicle is not limited to the vehicle speed VS.
  • the deceleration relationship can be changed according to the road surface condition on which the vehicle travels.
  • the control device includes a road surface information acquisition unit 16 which is a traveling state acquisition unit.
  • the road surface information acquisition unit 16 acquires the friction coefficient ⁇ of the road surface on which the vehicle is traveling.
  • the friction coefficient ⁇ is input to the target rotation angle calculation unit 12.
  • the example shown in FIG. 4 differs from the first embodiment in that the target rotation angle calculation unit 12 calculates the target rotation angle Mt based on the operation displacement amount Sp and the friction coefficient ⁇ .
  • Other configurations are the same as those of the first embodiment. The description of the configuration common to the first embodiment will be omitted.
  • the target rotation angle calculation unit 12 stores the relationship between the operation displacement amount Sp and the target rotation angle Mt.
  • the increasing relationship is shown as the working stroke line StI.
  • An example of the relationship at the time of decrease when the friction coefficient ⁇ is large is shown by a solid line as the first release stroke line StD11.
  • the hysteresis width at the time of switching the pedal operation when the relation at the time of decrease is shown as the first release stroke line StD11 is displayed as the hiss width HS at the time of switching.
  • an example of the relationship at the time of decrease when the friction coefficient ⁇ is small is shown by a alternate long and short dash line as the second release stroke line StD12.
  • the hysteresis width at the time of switching the pedal operation when the reduction relation is shown as the second release stroke line StD12 is smaller than the switching hiss width HS when the reduction relation is shown as the first release stroke line StD11.
  • the target rotation angle calculation unit 12 adjusts the relationship at the time of decrease so that the hysteresis width decreases as the friction coefficient ⁇ decreases.
  • the pressing force with respect to the operating displacement amount Sp decreases as the friction coefficient ⁇ decreases. That is, when the vehicle is traveling on a road surface having a small friction coefficient ⁇ , when the force for operating the brake pedal 91 is reduced, it is possible to start the reduction of the braking force of the vehicle at an early stage. This makes it easier for the driver to operate when traveling on a road surface having a small friction coefficient ⁇ .
  • the target rotation angle calculation unit 12 changes the deceleration relationship so that the hysteresis width changes according to the vehicle speed VS during traveling.
  • the running state of the vehicle is not limited to the vehicle speed VS.
  • the deceleration relationship can be changed according to the turning state of the vehicle.
  • the steering angle ⁇ s is input to the target rotation angle calculation unit 12 from the steering control unit 70 of the vehicle.
  • the steering control unit 70 is a control unit having a function of controlling the steering device of the vehicle.
  • the steering angle ⁇ s is an operating angle of the steering wheel constituting the steering device.
  • the example shown in FIG. 5 differs from the first embodiment in that the target rotation angle calculation unit 12 calculates the target rotation angle Mt based on the operation displacement amount Sp and the steer angle ⁇ s.
  • Other configurations are the same as those of the first embodiment. The description of the configuration common to the first embodiment will be omitted.
  • the target rotation angle calculation unit 12 stores the relationship between the operation displacement amount Sp and the target rotation angle Mt.
  • the increasing relationship is shown as the working stroke line StI.
  • An example of the relationship at the time of decrease when the steering angle ⁇ s is small is shown by a solid line as the first release stroke line StD21.
  • the hysteresis width at the time of switching the pedal operation when the relation at the time of decrease is shown as the first release stroke line StD21 is displayed as the hiss width HS at the time of switching.
  • an example of the relationship at the time of decrease when the steering angle ⁇ s is large is shown by a alternate long and short dash line as the second release stroke line StD22.
  • the hysteresis width at the time of switching the pedal operation when the reduction relation is shown as the second release stroke line StD22 is smaller than the switching hiss width HS when the reduction relation is shown as the first release stroke line StD21.
  • the target rotation angle calculation unit 12 adjusts the relationship at the time of decrease so that the hysteresis width in which the steering angle ⁇ s increases decreases.
  • the pressing force with respect to the operating displacement amount Sp decreases as the steering angle ⁇ s increases. That is, when the steering angle ⁇ s is large, when the force for operating the brake pedal 91 by the driver is reduced, it is possible to start the reduction of the braking force at an early stage. This makes it easier for the driver to operate the vehicle when the steering angle of the vehicle is large.
  • the steering angle ⁇ s, the lateral acceleration of the vehicle, or the yaw rate of the vehicle can be used as the turning state used as the running state of the vehicle. Even when the lateral acceleration or yaw rate is used, it is preferable to adjust the relationship at the time of decrease so that the hysteresis width decreases as the lateral acceleration or yaw rate increases, as in the case of the steering angle ⁇ s.
  • the electric booster of the second embodiment will be described with reference to FIG.
  • the electric booster of the second embodiment is different from the electric booster 100 of the first embodiment in that the target rotation angle Mt is calculated so as to show the hysteresis characteristic corresponding to the traveling mode of the vehicle.
  • Other configurations are the same as those of the first embodiment. The description of the configuration common to the first embodiment will be omitted.
  • the first mode MD1 and the second mode MD2 are set as the traveling modes in the vehicle.
  • the mode selection unit 88 selects the first mode MD1 or the second mode MD2.
  • Information indicating a traveling mode selected by the mode selection unit 88 is input to the target rotation angle calculation unit 12.
  • the target rotation angle calculation unit 12 stores the relationship between the operation displacement amount Sp and the target rotation angle Mt.
  • the increasing relationship is shown as the operating stroke line StI.
  • the decreasing relationship corresponding to the first mode MD1 is shown by a solid line as the first release stroke line StD31.
  • the decreasing relationship corresponding to the second mode MD2 is indicated by a alternate long and short dash line as the second release stroke line StD32.
  • the hysteresis width at the time of switching the pedal operation when the relation at the time of decrease is shown as the second release stroke line StD32 is displayed as the hiss width HS at the time of switching.
  • the hysteresis width when the decreasing relationship is shown as the first release stroke line StD31 is smaller than the switching hiss width HS when the decreasing relationship is shown as the second release stroke line StD32.
  • the target rotation angle calculation unit 12 calculates the target rotation angle Mt so as to satisfy the decreasing relationship according to the selected traveling mode.
  • the target rotation angle calculation unit 12 is a "adjusting unit that adjusts at least one of the increasing relationship and the decreasing relationship so that the hysteresis width becomes a size corresponding to the selected traveling mode". is there.
  • the target rotation angle calculation unit 12 is a “storage unit that stores the hysteresis characteristics of the electric booster for each traveling mode”.
  • the target rotation angle Mt is calculated so as to satisfy the decreasing relationship corresponding to each traveling mode, and the motor 96 is controlled.
  • the hysteresis characteristic can be changed by controlling the motor 96, as in the electric booster 100 of the first embodiment. It is also possible to change the hysteresis characteristic when the traveling mode is switched.
  • This embodiment can be modified and implemented as follows. The present embodiment and the following modified examples can be implemented in combination with each other within a technically consistent range.
  • the target rotation angle calculation unit 12 stores the same number of reduction relationships as the traveling modes set in the vehicle. That is, when three or more traveling modes are set, it is preferable that three or more reduction relationships are similarly stored.
  • the electric booster of the third embodiment will be described with reference to FIG. 7.
  • the target rotation angle Mt is calculated so as to show the hysteresis characteristic corresponding to the traveling mode of the vehicle, as in the second embodiment.
  • the electric booster of the third embodiment is different from the second embodiment in that the hysteresis width is adjusted not only when the pedal operation is switched but also according to the characteristics of the traveling mode of the vehicle.
  • Other configurations are the same as those of the second embodiment. The description of the configuration common to the first embodiment and the second embodiment will be omitted.
  • the vehicle has a third mode MD3 and a fourth mode MD4 set as traveling modes.
  • the third mode MD3 is a sporty mode suitable for traveling in which sudden acceleration and sudden deceleration are repeated.
  • the fourth mode MD4 is a luxury mode suitable for traveling that reduces vibration given to passengers.
  • the mode selection unit 88 selects the third mode MD3 or the fourth mode MD4. Information indicating a traveling mode selected by the mode selection unit 88 is input to the target rotation angle calculation unit 12.
  • the target rotation angle calculation unit 12 stores the relationship between the operation displacement amount Sp and the target rotation angle Mt.
  • the increasing relationship is shown as the working stroke line StI.
  • the decreasing relationship corresponding to the third mode MD3 is shown by a solid line as the first release stroke line StD41.
  • the decreasing relationship corresponding to the fourth mode MD4 is indicated by a alternate long and short dash line as the second release stroke line StD42.
  • the hysteresis width at the time of switching the pedal operation when the decreasing relation is shown as the first release stroke line StD41 is equal to the hysteresis width at the time of switching the pedal operation when the decreasing relation is shown as the second release stroke line StD42. ..
  • the target rotation angle Mt decreases as the operating displacement amount Sp decreases. Further, in the region where the operation displacement amount Sp is reduced and the operation displacement amount Sp is small, the decrease gradient of the target rotation angle Mt with respect to the decrease in the operation displacement amount Sp is smaller than when the operation displacement amount Sp starts to decrease.
  • the target rotation angle Mt decreases as the operating displacement amount Sp decreases, as in the decreasing relationship indicated by the first release stroke line StD41.
  • the decrease gradient of the target rotation angle Mt with respect to the decrease in the operation displacement amount Sp becomes larger than when the operation displacement amount Sp starts to decrease.
  • the decreasing gradient of the target rotation angle Mt when the operation displacement amount Sp starts to decrease is smaller than that in the case of the first release stroke line StD41.
  • the second release stroke line StD42 shows a relationship in which the hysteresis width is larger than that of the case of the first release stroke line StD41.
  • the target rotation angle Mt is calculated so as to satisfy the reduction time relationship corresponding to the selected traveling mode, and the motor 96 is controlled.
  • the operation displacement amount when the operation displacement amount Sp starts to decrease as shown as the first release stroke line StD41.
  • the decrease gradient in which the target rotation angle Mt decreases is large with respect to the decrease in Sp.
  • the hysteresis width decreases in both the region where the operating displacement amount Sp is small and the region where the operating displacement amount Sp is large. Therefore, even when sudden acceleration or sudden deceleration is repeated, the driver's operation is easily reflected in the pressing force.
  • the operation displacement when the operation displacement amount Sp starts to decrease The decrease gradient in which the target rotation angle Mt decreases with respect to the decrease in the amount Sp is small.
  • the hysteresis width increases regardless of the operating displacement amount Sp. For this reason, the driver's operation is less likely to be reflected in the pressing force, and the sudden change in the behavior of the vehicle is suppressed.
  • the hysteresis characteristic can be changed according to the characteristic of the selected traveling mode.
  • This embodiment can be modified and implemented as follows. The present embodiment and the following modified examples can be implemented in combination with each other within a technically consistent range.
  • the hysteresis width at the time of switching the pedal operation of the third mode MD3 and the hysteresis width at the time of switching the pedal operation of the fourth mode MD4 are equal. Similar to the second embodiment, the hysteresis width at the time of switching the pedal operation may be changed according to the traveling mode.
  • the relationship between the operation displacement amount Sp and the target rotation angle Mt as shown in FIG. 8 may be stored in the target rotation angle calculation unit 12.
  • the relationship at the time of decrease corresponding to the third mode MD3 is the first release stroke line StD51 shown by the solid line.
  • the decreasing relationship corresponding to the fourth mode MD4 is the second release stroke line StD52 shown by the alternate long and short dash line.
  • the hysteresis width at the time of switching the pedal operation when the decreasing relationship is indicated by the first release stroke line StD51 is larger than the hysteresis width at the time of switching the pedal operation when the decreasing relationship is indicated by the second release stroke line StD52. large.
  • the decrease gradient is large in the case of the first release stroke line StD51. Further, when the operation displacement amount Sp starts to decrease, the decrease gradient is small in the case of the second release stroke line StD52.
  • the hysteresis characteristic can be changed according to the characteristic of the selected traveling mode as in the third embodiment.
  • the operation displacement amount Sp is acquired by the detection signal from the stroke sensor 81.
  • the configuration for acquiring the operating displacement amount Sp is not limited to this.
  • the electric booster may include a relative displacement sensor capable of detecting the position of the input shaft 93 relative to the position of the assist mechanism 95.
  • the rotation angle sensor 83 acquires the position of the assist mechanism 95.
  • the relative displacement sensor acquires the relative position of the input shaft 93 with respect to the assist mechanism 95. Based on these acquired position information, the operating displacement amount Sp can be obtained. In this case, the operation displacement amount Sp can be obtained even if the electric booster does not include the stroke sensor 81.
  • the electric booster 100 including the braking actuator 92 has been exemplified.
  • the braking actuator is not limited to the configuration shown in FIG. 1, and includes an assist mechanism that assists the input operating force according to the driving amount of the motor.
  • the configuration may be such that the operating force assisted by the assist mechanism is output as a pressing force.
  • the assist mechanism driven by the motor and the input shaft may each press the elastic body.
  • the brake pedal 91 is exemplified as the braking operation member.
  • the braking operation member is not limited to the brake pedal 91.
  • it may be a lever or the like for performing a braking operation.

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

Abstract

L'invention concerne un dispositif amplificateur électrique pourvu d'un actionneur de frein et d'un dispositif de commande d'actionneur de frein. L'actionneur de frein émet, sous la forme d'une force de pression, une entrée basée sur le fonctionnement d'un élément d'actionnement de frein, la sortie étant assistée par l'entraînement provenant d'un moteur (96). Le dispositif de commande est pourvu d'une unité d'acquisition de déplacement de fonctionnement (11) destinée à acquérir une quantité de déplacement de fonctionnement Sp en fonction du fonctionnement de l'élément d'actionnement de frein. Le dispositif de commande comprend une unité de calcul d'angle de rotation cible (12) destinée à calculer un angle de rotation cible Mt. Le dispositif de commande est pourvu d'une unité de commande de mécanisme d'assistance (13) destinée à entraîner le fonctionnement du moteur (96) en fonction de l'angle de rotation cible Mt. L'unité de calcul d'angle de rotation cible (12) calcule l'angle de rotation cible Mt de sorte que la relation entre la quantité de déplacement de fonctionnement Sp et la force de pression lorsque la quantité de déplacement de fonctionnement Sp augmente et la relation entre la quantité de déplacement de fonctionnement Sp et la force de pression lorsque la quantité de déplacement de fonctionnement Sp diminue soient différentes.
PCT/JP2020/031283 2019-08-23 2020-08-19 Dispositif amplificateur électrique pour véhicule WO2021039535A1 (fr)

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JP2019152867A JP2021030876A (ja) 2019-08-23 2019-08-23 車両の電動倍力装置
JP2019-152867 2019-08-23

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WO2021039535A1 true WO2021039535A1 (fr) 2021-03-04

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Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2000085564A (ja) * 1998-09-14 2000-03-28 Akebono Brake Ind Co Ltd ブレーキ力制御装置
JP2005306172A (ja) * 2004-04-20 2005-11-04 Nissan Motor Co Ltd 車両用ブレーキ制御装置
JP2008222030A (ja) * 2007-03-13 2008-09-25 Honda Motor Co Ltd ブレーキ装置
JP2012106556A (ja) * 2010-11-16 2012-06-07 Hitachi Automotive Systems Ltd ブレーキ制御装置
JP2014061833A (ja) * 2012-09-24 2014-04-10 Advics Co Ltd 車両用制動制御装置
JP2015145136A (ja) * 2014-01-31 2015-08-13 日立オートモティブシステムズ株式会社 ブレーキ装置

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2000085564A (ja) * 1998-09-14 2000-03-28 Akebono Brake Ind Co Ltd ブレーキ力制御装置
JP2005306172A (ja) * 2004-04-20 2005-11-04 Nissan Motor Co Ltd 車両用ブレーキ制御装置
JP2008222030A (ja) * 2007-03-13 2008-09-25 Honda Motor Co Ltd ブレーキ装置
JP2012106556A (ja) * 2010-11-16 2012-06-07 Hitachi Automotive Systems Ltd ブレーキ制御装置
JP2014061833A (ja) * 2012-09-24 2014-04-10 Advics Co Ltd 車両用制動制御装置
JP2015145136A (ja) * 2014-01-31 2015-08-13 日立オートモティブシステムズ株式会社 ブレーキ装置

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