JP5409760B2 - Brake hydraulic pressure control device for vehicles - Google Patents

Description

  The present invention relates to a vehicular brake hydraulic pressure control device, and more particularly to a vehicular brake hydraulic pressure control device that realizes pressure reduction with an appropriate pressure reduction amount according to a road surface friction coefficient.

  Conventionally, as a vehicle brake fluid pressure control device that performs brake fluid pressure control according to a road surface state, for example, there is a device disclosed in Patent Document 1. In this device, at the time of depressurization of the anti-lock brake control, the basic depressurization control is used to depressurize the basic depressurization amount, and then the hydraulic pressure is maintained for a predetermined time by the temporary holding control in the gradual depressurization control according to the wheel speed. Temporary holding control is performed. When the wheel speed changes from a decreasing tendency to an increasing tendency due to this temporary holding control, that is, when the wheel starts to follow the road surface, the decompression is terminated, and the wheel speed is also decreasing after the temporary holding control. In this case, the gradual pressure reduction control is executed to execute the pressure reduction that is smaller than the basic pressure reduction amount. In this way, the pressure reduction control is performed with an appropriate pressure reduction amount by adjusting the pressure reduction amount while observing the return state of the wheel after the basic pressure reduction control.

JP 2011-105208 A

  However, in the technique of Patent Document 1, after the basic pressure reduction control, gradually increasing pressure control is performed in a constant pattern while determining whether or not the wheel speed tends to decrease (whether or not the wheel speed is restored). It is carried out. Therefore, there is a problem that flexible control according to the traveling state of the vehicle cannot be performed.

  Therefore, an object of the present invention is to provide a brake fluid pressure control device for a vehicle that can perform appropriate control according to the traveling state of the vehicle.

  The present invention that solves the above-mentioned problems is a vehicle brake hydraulic pressure control device that controls a hydraulic pressure generated by a hydraulic pressure source based on at least a wheel speed and transmits the hydraulic pressure to a wheel brake. A normally open solenoid valve disposed in a hydraulic pressure path to the brake, a normally closed solenoid valve disposed in a hydraulic pressure path from the wheel brake to the hydraulic pressure source, the normally open solenoid valve, and the normally open solenoid valve. Control means for controlling to increase or decrease the hydraulic pressure in the wheel brake by controlling a closed electromagnetic valve, and the control means includes a travel state estimation unit for estimating the travel state of the vehicle, As a control pattern, at least (1) basic pressure reduction control in which pressure reduction is performed with a basic pressure reduction amount, and (2) temporary first forced holding and basic pressure reduction without determining whether or not the wheel speed is decreasing. Pressure reduction with a first micro vacuum pressure less than A first minute pressure reduction control that continues the temporary second forced holding; and (3) a second minute pressure smaller than the temporary holding and the basic pressure reduction amount while judging whether or not the wheel speed is decreasing. In the case where it is decided to perform the pressure reduction control while the wheel speed is decreasing, and the second minute pressure reduction control that terminates the pressure reduction control when the wheel speed no longer tends to decrease by alternately performing the pressure reduction at the pressure reduction amount The first micro decompression control is performed once following the basic decompression control, and then the second micro decompression control is performed, and the second micro decompression is performed following the basic decompression control. The traveling of the vehicle estimated by the traveling state estimation unit is the second control mode for performing the control and the third control mode for ending the decompression control when the wheel speed is no longer decreasing by continuing the basic decompression control. To switch according to the state And butterflies.

  According to such a configuration, in a normal traveling state, the pressure is reduced in the first control mode, so that after the rapid pressure reduction by the basic pressure reduction control, 1 is determined without determining whether the wheel speed is decreasing or not. First minute pressure reduction control is performed. For this reason, by gradually reducing pressure immediately after sudden pressure reduction, the wheels respond to pressure reduction, and the state of the vehicle is reflected in the wheel speed. Thus, in the subsequent second minute pressure reduction control, the pressure is reduced by the second minute pressure reduction amount as necessary while observing the wheel speed to prevent excessive pressure reduction and subsequent excessive pressure increase, and stable control. Can do. That is, it is possible to stabilize the wheel by performing the first micro decompression control after the basic decompression control, determine the return tendency of the wheel, and perform the second micro decompression control as necessary.

  In the above-described apparatus, when the driving state estimation unit determines that the road surface state is a bad road from the disturbance of the wheel speed, when the wheel speed is decreasing and determines to perform the pressure reduction control, It is desirable to execute the second control mode.

  If it is determined that the running road surface condition is a bad road due to the wheel speed being disturbed, it is preferentially determined whether or not the wheel returns rather than performing the first control mode. Since it is desirable to shift to holding as soon as necessary, stable control can be performed by executing the second control mode.

  In the above-described apparatus, when the traveling state estimation unit determines that the lock is generated based on the wheel speed, the control unit determines that the pressure reduction control is performed while the wheel speed is decreasing. It is desirable to execute the third control mode.

  When it is determined that the lock is being generated by the traveling state estimation unit based on the wheel speed, the wheel can be quickly returned by continuing the basic pressure reduction control in the third control mode. In addition, even if it is a state before a wheel locks here, the state in which wheel deceleration is extremely included also includes the state where a wheel deceleration is extremely large.

  ADVANTAGE OF THE INVENTION According to this invention, appropriate control according to the driving state of a vehicle can be performed by switching the control mode of pressure reduction control according to the driving state of a vehicle.

1 is a configuration diagram of a vehicle including a vehicle brake hydraulic pressure control device according to an embodiment of the present invention. It is a block diagram which shows the structure of a hydraulic unit. It is a block diagram which shows the structure of a control part. It is a flowchart which shows the process of pressure reduction control. It is a flowchart which shows the process which determines basic pressure reduction amount. It is a flowchart which shows the process of 1st micro decompression control. It is a flowchart which shows the process of 2nd micro decompression control. It is the table which showed the relationship between a driving | running | working state and control mode, and the content of the control mode collectively. It is the figure which graphed the table which shows the relationship between a vehicle body speed and the 1st minute pressure reduction amount. It is the figure which formed the table which shows the relationship between the slip amount and the 2nd minute decompression amount at the time of high speed, medium speed, and low speed, respectively. FIG. 4B shows a change in wheel speed (a), a diagram showing the pressure reduction in the first control mode (b), a diagram showing the pressure reduction in the second control mode (c), and a diagram (d) showing the pressure reduction in the third control mode. is there.

Next, embodiments of the present invention will be described in detail with reference to the drawings as appropriate.
As shown in FIG. 1, the vehicle brake fluid pressure control device 100 is a device that appropriately controls the braking force applied to each wheel T of the vehicle CR. The vehicle brake hydraulic pressure control device 100 includes a hydraulic unit 10 provided with a hydraulic path and various parts, and a control unit 20 as an example of a control unit for appropriately controlling various parts in the hydraulic unit 10. Mainly prepared.

  Each wheel T is provided with a wheel brake FL, RR, RL, FR, and each wheel brake FL, RR, RL, FR is supplied with a hydraulic pressure supplied from a master cylinder M as an example of a hydraulic pressure source. A wheel cylinder W that generates a braking force is provided. The master cylinder M and the wheel cylinder W are each connected to the hydraulic unit 10. The brake hydraulic pressure generated in the master cylinder M in response to the depression force of the brake pedal P (the driver's braking operation) is supplied to the wheel cylinder W after being controlled by the control unit 20 and the hydraulic pressure unit 10. .

  A pressure sensor 91 that detects the hydraulic pressure in the master cylinder M and a wheel speed sensor 92 that detects the wheel speed of each wheel T are connected to the control unit 20. The control unit 20 includes, for example, a CPU, a RAM, a ROM, and an input / output circuit. Based on inputs from the pressure sensor 91 and the wheel speed sensor 92, and various programs and data stored in the ROM, By performing arithmetic processing, control for increasing / decreasing the hydraulic pressure of the wheel brakes FL, RR, RL, FR is executed. Details of the control unit 20 will be described later.

  As shown in FIG. 2, the hydraulic unit 10 is disposed between the master cylinder M and the wheel brakes FL, RR, RL, FR. The two output ports M1, M2 of the master cylinder M are connected to the inlet port 121 of the hydraulic unit 10, and the outlet port 122 is connected to each wheel brake FL, RR, RL, FR. In a normal state, the hydraulic pressure path in which the inlet port 121 to the outlet port 122 in the hydraulic pressure unit 10 communicates with each other allows the pedaling force of the brake pedal P to be transmitted to the wheel brakes FL, RR, RL, FR. It has come to be.

  The hydraulic pressure unit 10 is provided with four inlet valves 1, four outlet valves 2, and four check valves 1a corresponding to the wheel brakes FL, RR, RL, FR. Further, two reservoirs 3, two pumps 4, and two orifices 5a are provided corresponding to the respective output hydraulic pressure paths 81, 82 corresponding to the output ports M1, M2, and are electrically driven for driving the two pumps 4. A motor 6 is provided.

  The inlet valve 1 is a normally open solenoid valve arranged in a hydraulic pressure path from the master cylinder M to each wheel brake FL, RR, RL, FR (upstream side of each wheel brake FL, RR, RL, FR). . The inlet valve 1 is normally open to allow the brake hydraulic pressure to be transmitted from the master cylinder M to the wheel brakes FL, RR, RL, FR. Further, the inlet valve 1 is blocked by the control unit 20 when the wheel T is about to be locked, thereby blocking the hydraulic pressure transmitted from the brake pedal P to each wheel brake FL, RR, RL, FR.

  The outlet valve 2 is located between each wheel brake FL, RR, RL, FR and each reservoir 3 (on the hydraulic pressure path leading from the hydraulic pressure path on the wheel cylinder W side of the inlet valve 1 to the reservoir 3, the pump 4 and the master cylinder M). ) Is a normally closed solenoid valve. Although the outlet valve 2 is normally closed, the hydraulic pressure applied to each wheel brake FL, RR, RL, FR is supplied to each reservoir by being opened by the control unit 20 when the wheel T is likely to be locked. Escape to 3.

  The check valve 1a is connected to each inlet valve 1 in parallel. This check valve 1a is a valve that allows only the flow of brake fluid from each wheel brake FL, RR, RL, FR side to the master cylinder M side, and an inlet valve when the input from the brake pedal P is released. Even when 1 is closed, the flow of brake fluid from each wheel brake FL, RR, RL, FR side to the master cylinder M side is allowed.

The reservoir 3 has a function of absorbing brake fluid that is released when each outlet valve 2 is opened.
The pump 4 has a function of sucking the brake fluid absorbed in the reservoir 3 and returning the brake fluid to the master cylinder M through the orifice 5a. As a result, the pressure state of each of the output hydraulic pressure paths 81 and 82 reduced by the absorption of the brake hydraulic pressure by the reservoir 3 is recovered.

  The opening and closing states of the inlet valve 1 and the outlet valve 2 are controlled by the control unit 20 so that the hydraulic pressure in the wheel cylinder W of each wheel brake FL, RR, RL, FR (hereinafter also referred to as “caliper pressure”). To control. For example, in a normal state in which the inlet valve 1 is open and the outlet valve 2 is closed, if the brake pedal P is depressed, the hydraulic pressure from the master cylinder M is transmitted to the wheel cylinder W as it is to increase the pressure. When the valve 1 is closed and the outlet valve 2 is opened, the brake fluid flows out from the wheel cylinder W to the reservoir 3 side so that the pressure is reduced. When both the inlet valve 1 and the outlet valve 2 are closed, the caliper pressure is maintained. Will be held.

  Next, details of the control unit 20 will be described. As shown in FIG. 3, the control unit 20 receives the wheel speed from the wheel speed sensor 92 and controls the inlet valve 1 and the outlet valve 2 based on at least the wheel speed. The control unit 20 includes a slip amount calculation unit 21, a pressure control determination unit 22, a valve drive unit 25, and a storage unit 28.

  The slip amount calculation unit 21 has a function of obtaining the slip amount based on the difference between the vehicle body speed and the wheel speed estimated from the wheel speed based on the output from the wheel speed sensor 92 and outputting the slip amount to the pressure control determination unit 22.

Based on the vehicle body speed and the slip amount estimated from the wheel speed, the pressure control determination unit 22 determines whether the brake fluid pressure (caliper pressure) of each wheel T is in the reduced pressure state, the increased pressure state, or the holding state. It has a function to determine and output to the valve drive unit 25. That is, when the slip amount is larger than a predetermined threshold and the wheel acceleration is 0 or less (wheel deceleration is 0 or more), it is determined that the wheel T is likely to be locked, and the caliper pressure is reduced. decide. Further, when the wheel acceleration is larger than 0, it is determined that the caliper pressure is held, and when the slip amount is not more than a predetermined threshold and the wheel acceleration is not more than 0, the caliper pressure is increased. Decide to be in state.
Further, the pressure control determination unit 22 includes a traveling state estimation unit 221 and a control mode selection unit 222 in order to instruct the valve driving unit 25 to control the pressure during decompression according to the traveling state.

The traveling state estimation unit 221 is a unit that estimates the traveling state of the vehicle CR by a known unit and outputs the estimated state to the control mode selection unit 222. Examples of the running state here include a normal state, a rough road, a wheel lock, and a high μ low speed state. In order to improve the accuracy of these determinations, the control unit 20 may receive an output from a lateral acceleration sensor, a yaw rate sensor, or the like.
The bad road can be determined because the wheel speed is disturbed. For example, a bad road can be determined when the wheel speed increases or decreases in a predetermined range of cycles.
The wheel lock can be determined based on whether the wheel speed is a predetermined value or less, or the ratio of the wheel speed to the vehicle body speed is a predetermined value or less. Moreover, it can be determined that the lock is occurring even when the wheel deceleration is extremely large regardless of the wheel speed.
The high μ low speed state means that the vehicle body is on a high μ road and is below a predetermined speed, and that the vehicle body is on a high μ road is determined by the absolute value of the vehicle body deceleration being greater than or equal to a predetermined value. can do.

The control mode selection unit 222 has a function of selecting a control mode at the time of pressure reduction based on the traveling state, and outputs the selected control mode to the valve drive unit 25.
Specifically, the control mode at the time of decompression is determined according to the table shown in FIG. That is, the first control mode is selected when the running state is a normal state, the second control mode is selected when the road is in a rough road or a high μ low speed state, and the third control mode is selected when the wheel is locked.

These control modes are a combination of basic decompression control, first micro decompression control, and second micro decompression control prepared as a decompression control pattern. Needless to say, other decompression control patterns may be provided.
The basic pressure reduction control corresponds to sudden pressure reduction, and pressure reduction is performed with a basic pressure reduction amount P _B. The basic pressure reduction amount P _B is determined by the basic pressure reduction control unit 251 described later according to the control mode.
In the first micro decompression control, without first determining whether or not the wheel speed tends to decrease, temporary first forced hold, decompression with a first micro decompression amount smaller than the basic decompression amount P _B, and temporary This is a control pattern in which the second forced holding is continuously performed. The first minute pressure reduction amount is determined from the vehicle body speed by a first minute pressure reduction control unit 252 described later.
In the second minute pressure reduction control, the wheel speed is decreased by alternately performing temporary holding and pressure reduction with the second minute pressure reduction amount smaller than the basic pressure reduction amount P _B while determining whether or not the wheel speed is decreasing. This is a control pattern in which the decompression control is terminated when the tendency disappears. The second minute pressure reduction amount is determined only by the vehicle body speed and the slip amount or the slip amount by a second minute pressure reduction control unit 253 described later.

  The first control mode is a control mode in which the first micro decompression control is performed once after the basic decompression control, and then the second micro decompression control is performed. This control mode is selected when the traveling state of the vehicle CR is a normal state such as traveling on a stable road surface, and the wheel cylinder hydraulic pressure is suddenly reduced by the basic pressure reduction control and the first minute pressure reduction control. The first forced holding, the minute decompression and the second forced holding are performed to give a state (time) in which the wheel T reacts to the hydraulic pressure, and then the minute decompression is continued while observing the return state of the wheel T. It is. Thereby, excessive pressure reduction of the wheel cylinder pressure and subsequent excessive pressure increase are suppressed to enable stable control.

The second control mode is a control mode in which the second micro decompression control is performed following the basic decompression control (without performing the first micro decompression control). This control mode is a mode that is adopted in the case of a peculiar state such as a rough road or a high μ low speed state as shown in FIG. 8, and prioritizes whether or not the wheel returns rather than performing the first control mode. As a result, when it is desirable to shift to holding early when necessary, the second micro decompression control is performed without performing the first micro decompression control. It is a mode that allows you to shift to holding.
The third control mode is a control mode in which the pressure reduction control is ended when the basic pressure reduction control is continued (repeatedly) and the wheel speed ceases to decrease. This control mode is a mode employed when it is necessary to quickly reduce the pressure anyway, such as a wheel lock.

  In this embodiment, the amount of pressure reduction is adjusted by the time (duty ratio) for opening the outlet valve 2 in one cycle of control, but the outlet valve 2 is a proportional solenoid valve capable of adjusting the valve opening amount. In this case, the valve opening amount may be adjusted.

  The valve drive unit 25 has a function of outputting a control signal to the inlet valve 1 and the outlet valve 2 in accordance with the instruction of the reduced pressure state, the increased pressure state, or the holding state output from the pressure control determination unit 22. That is, as described above, the inlet valve 1 is closed and the outlet valve 2 is opened to reduce the pressure, and the inlet valve 1 is opened and the outlet valve 2 is closed and held to increase the pressure. In this case, both the inlet valve 1 and the outlet valve 2 are closed.

  In the vehicle brake hydraulic pressure control apparatus 100 of the present embodiment, the valve drive unit 25 performs pressure reduction according to the control mode instructed from the pressure control determination unit 22. For this reason, the valve drive unit 25 includes a basic pressure reduction control unit 251, a first micro pressure reduction control unit 252, and a second micro pressure reduction control unit 253. Each control mode is executed by combining the basic pressure reduction control, the first minute pressure reduction control, and the second minute pressure reduction control as described above, and the pressure reduction control is performed when the wheel speed no longer tends to decrease in any of the control modes. And the control shifts to holding control (holding control continued while the wheel acceleration is larger than 0, unlike the temporary holding control during decompression). In this specification, a series of pressure reductions (pressure reduction including temporary holding) while the wheel speed tends to decrease is defined as one “pressure reduction cycle”. One ABS control (usually a series of controls until the braking operation is completed) usually includes a plurality of decompression cycles.

The basic pressure reduction control unit 251 has a function of continuously performing pressure reduction with a basic pressure reduction amount P _B corresponding to the estimated road surface friction coefficient. In the anti-lock brake (ABS) control, the higher the road friction coefficient, the faster the wheel T is likely to return to the return state from the locking tendency. Therefore, it is desirable to reduce the amount of pressure reduction. Since it is difficult to return from the locked state to the return state, it is desirable to increase the amount of pressure reduction. In the present embodiment, since the first or second minute pressure reduction control can be performed in the first control mode when the running state is the normal state, the pressure reduction amount can be gradually increased. At the start (first decompression cycle), it is temporarily determined that the road surface friction coefficient is moderately large, and this is used as the estimated value of the road surface friction coefficient. On the other hand, in the second and subsequent decompression cycles after the start of ABS control, the deceleration can be estimated from the time lapse of the wheel speed, and the road surface friction coefficient can be estimated from the deceleration.

In the first control mode, the basic pressure reduction control unit 251 determines the basic pressure reduction amount P _B based on the estimated road surface friction coefficient. Specifically, the basic pressure reduction amount P _B is determined with reference to a table indicating the relationship between the road surface friction coefficient and the basic pressure reduction amount P _B stored in the storage unit 28. Note that the basic pressure reduction amount P _B may be increased or decreased based on other parameters such as the speed at which the brake pedal P is depressed, instead of the road surface friction coefficient.

In the second and subsequent decompression cycles, if the estimated high μ is deterministically estimated based on the deceleration of the vehicle body, the basic decompression amount P _B for the high μ road is acquired based on the table described above. To do.

In the second and subsequent decompression cycles, not only the road surface friction coefficient estimated based on the vehicle body speed but also the decompression amount in the previous decompression cycle is important as a value meaning the road surface friction coefficient. Based on this, the basic pressure reduction amount P _B is set (corrected). Specifically, when the first or second micro pressure reducing control is executed in the previous decompression cycle, since only the basic pressure reduction control is that amount of pressure reduction is not enough, the basic pressure decrease amount P _B Is set larger by a predetermined amount (predetermined value A1). Further, in the previous decompression cycle, if the micro decompression control is not performed and the decompression cycle is completed only by the basic decompression control, only the previous basic decompression amount P _B is used on the road surface at the time of the previous decompression cycle. Since this is sufficient, the basic pressure reduction amount P _B is reduced by a predetermined amount (predetermined value A2) from the previous value. Thereby, in this decompression control, it becomes possible to apply a more appropriate decompression amount while observing the return state of the wheel T. In the case where the subtracting a predetermined value A2 is basic pressure decrease amount P _B becomes smaller than a preset lower limit, the basic pressure decrease amount P _B is set to the lower limit.

  Note that it is effective to correct the decompression amount of the current decompression cycle based on the decompression amount of the previous decompression cycle as described above, on the assumption that there is no significant change between the previous and current road surface conditions. Therefore, when there is a large change in the road surface friction coefficient estimated from the wheel speed, for example, it is estimated that the deceleration has decreased and the vehicle CR has moved from the high μ road to the low μ road. In this case, instead of using the pressure reduction amount of the previous pressure reduction cycle as described above, the pressure reduction amount may be determined based on the road surface friction coefficient estimated from the wheel speed (deceleration).

  Further, since the results of the previous decompression amount are used in the second and subsequent decompression cycles, the storage unit 28 stores the number of decompression cycles in a series of ABS control.

Then, the basic pressure reduction control unit 251 sets the basic pressure reduction amount P _B to a fixed value stored in advance in the second control mode or the third control mode. In the second control mode, the precision of the wheel speed is low due to bad road conditions, etc., so precise adjustment is impossible. In the third control mode, wheel lock is occurring, etc., and priority is given to reducing the pressure quickly. It is to do. In addition, it is not necessary to use the basic pressure reduction amount P _B having the same fixed value in the second control mode and the third control mode, and the fixed value varies depending on the traveling state (for example, depending on the rough road surface μ). May be used.

When the first control mode is instructed, the first minute pressure reduction control unit 252 temporarily holds the first forced hold without determining whether or not the wheel speed tends to decrease after the basic pressure reduction control. Then, the decompression with the first minute decompression amount smaller than the basic decompression amount P _B and the temporary second forced holding are continuously executed. The first minute decompression amount is determined based on a table storing the relationship between the vehicle body speed and the first minute decompression amount as shown in FIG. In this table, the first minute pressure reduction amount is set so that the pressure reduction amount (pressure reduction time) increases as the vehicle body speed increases. The first forced holding time and the second forced holding time are fixed values stored in advance.

The second minute pressure reduction control unit 253 determines whether the wheel speed tends to decrease after the first minute pressure reduction in the first control mode and after the basic pressure reduction control in the second control mode. The temporary holding and the pressure reduction with the second minute pressure reduction amount smaller than the basic pressure reduction amount P _B are alternately executed. It is determined whether or not the wheel speed tends to decrease every time the temporary holding and the second minute decompression amount are performed. When the wheel speed is no longer decreasing, the decompression control is terminated.

  In the first control mode, the second minute pressure reduction amount is set by searching a table based on the vehicle body speed and the slip amount as shown in FIG. In this table, the second minute decompression amount increases as the slip amount increases, and the second minute decompression amount increases as the vehicle body speed increases. It is desirable to store a table as shown in FIG. 10 according to the size of the road surface μ and adjust the second minute pressure reduction amount based on the road surface μ.

  In the second control mode, the significance of finely setting the second minute decompression amount is reduced, so the relationship between the slip amount and the second minute decompression amount is stored in a table regardless of the vehicle body speed. A second minute decompression amount is retrieved from the table based on the slip amount and determined (not shown). Among the cases in which the second control mode is selected, when the road surface friction coefficient is larger than a predetermined threshold and the vehicle body speed is smaller than the predetermined threshold (high μ road, low speed state), it is more than normal. It is preferable to set the minute decompression amount small. This is because in such a low-speed situation on a high μ road, the braking force is relatively large immediately before the vehicle stops, so if the pressure is suddenly reduced, pitching occurs due to a change in the braking force, which gives the driver a sense of incompatibility. .

  The temporary holding time in the second minute pressure reduction control is, for example, one cycle of control (not one cycle of the “pressure reduction cycle” but a control signal 1 sent from the calculation of the slip amount to the inlet valve 1 and the outlet valve 2. Cycle). But the predetermined time which performs temporary holding | maintenance control may be adjusted suitably according to the condition of vehicle CR. For example, when the road surface friction coefficient is larger than a predetermined threshold and the vehicle body speed is smaller than the predetermined threshold (high μ road, low speed state), it may be set longer than the normal state. Such a low-speed situation on a high μ road is just before stopping, so by increasing the time to see if decompression is performed, the amount of decompression can be reduced, and a quick stop can be achieved, resulting in a brake feeling. It is because it improves.

  The storage unit 28 stores threshold values, conversion tables, and the like for the above-described controls and ABS control that is not described.

Processing for pressure reduction control by the vehicle brake hydraulic pressure control device 100 configured as described above will be described with reference to FIGS.
When the pressure control determination unit 22 determines to change from the pressure-increasing state or the holding state to the pressure-reducing state, as shown in FIG. 4, the basic pressure-reducing control unit 251 determines the road surface μ if the first pressure-reducing cycle. If it is tentatively determined and the second and subsequent decompression cycles, the road surface μ is estimated from the wheel speed (S1).

  Then, the traveling state estimation unit 221 estimates the traveling state of the vehicle CR by a known means, and outputs it to the control mode selection unit 222 (S2). The control mode selection unit 222 selects the control mode by searching the table of FIG. 8 based on the input running state, and outputs it to the valve drive unit 25 (S3).

Next, the basic pressure reduction control unit 251 determines the basic pressure reduction amount P _B based on the designated control mode and road surface μ (S400). Here, the details of the process of determining the basic pressure reduction amount P _B will be described with reference to FIG.

In determining the basic pressure reduction amount P _B, first, the control mode is judged whether the second control mode or the third control mode in (S401). For example, when the traveling state estimated by the traveling state estimation unit 221 is “wheel lock”, “bad road”, “high μ low speed state”, etc., the second control mode or the third control mode is instructed. (S401, Yes), the basic pressure reduction amount P _B is set to a fixed value stored in advance (S402), and the basic pressure reduction amount P _B determination processing is terminated.

When the control mode is the first control mode (S401, No), the basic pressure reduction control unit 251 refers to the table indicating the relationship between the road surface μ and the basic pressure reduction amount P _B stored in the storage unit 28, The basic pressure reduction amount P _B is acquired from the road surface μ (S403). When the decompression cycle is not the second or later, that is, when the decompression cycle is the first (S404, No), the process proceeds to step S410 and the number of decompression cycles is counted up. On the other hand, when the decompression cycle is the second or later, it is determined whether the first or second micro decompression control has been performed in the previous decompression cycle (S405), and the first or second micro decompression control is performed. (S405, Yes), the basic pressure reduction amount P _B is set to a value obtained by adding a predetermined value A1 to the previous value (S406).

On the other hand, by subtracting the predetermined value A2 when (S405, No), a positive value of the basic pressure decrease amount P _B from the previous base pressure reduction amount P _B first or second micro-pressure-reducing control was not in the last vacuum cycle It is set as a value (S407). If the corrected basic pressure reduction amount P _B is smaller than the lower limit value stored in the storage unit 28 (S408, Yes), the basic pressure reduction amount P _B is set to the lower limit value (S409). After step S406, if the basic pressure reduction amount P _B is greater than or equal to the lower limit value in step S408 (S408, No), the number of pressure reduction cycles is counted up in step S410 in any case after step S409.

Returning to FIG. 4, the basic pressure reduction control unit 251 executes basic pressure reduction control with the determined basic pressure reduction amount P _B (S5). At this time, it is better to reduce the pressure quickly and restore the slip state of the wheel T as soon as possible, so that the pressure reduction at the basic pressure reduction amount is continued.
Then, after the basic pressure reduction control is finished, the valve drive unit 25 determines whether or not the first control mode is set (S6), and in the case of the first control mode (S6, Yes), the first minute mode is set. The decompression control unit 252 executes the first micro decompression control (S700), and then the second micro decompression control unit 253 performs the second micro decompression control (S800).

When it is not the first control mode in step S6 (S6, No), the valve drive unit 25 determines whether or not it is the second control mode (S9), and when it is the second control mode (S9). , Yes), the second micro decompression control unit 253 executes the second micro decompression control (S800).
When it is not the second control mode in step S9 (S9, No), that is, in the third control mode, it is determined whether or not the wheel speed tends to decrease (the wheel acceleration is less than 0) ( S10) If it is decreasing (S10, Yes), it returns to step S5 and repeats the basic pressure reduction control. If it is not decreasing (S10, No), it means that the wheel T has started following the road surface, so the pressure reduction control. Is terminated (shifts to holding control).

  When the first micro decompression control is performed in step S700, as shown in FIG. 6, the first micro decompression amount is determined from the vehicle body speed based on the table of FIG. 9 (S701). Then, the first forced holding is performed at a predetermined time (S702), the pressure is then reduced by the first minute pressure reduction amount (S703), and the second forced holding is performed at the predetermined time (S704). During the series of control in steps S702 to S704, it is forcibly performed without determining whether or not the wheel speed tends to decrease.

  When the second minute pressure reduction control is performed in step S800, as shown in FIG. 7, it is first determined whether or not it is being held (S801). If it is being held (S801, Yes), the process proceeds to step S804 in order to start the second minute pressure reduction control from the pressure reduction. If not (S801, No), it is determined whether the wheel speed is decreasing (S802), and if not (S802, No), the process is terminated. On the other hand, when the wheel speed tends to decrease (S802, No), temporary holding control is performed for a predetermined time (S803).

  After the temporary holding in step S803, or if the wheel speed is being held in step S801, it is determined in step S804 whether the wheel speed is decreasing or not (S804, No), and the process is terminated. On the other hand, if the wheel speed tends to decrease (S804, Yes), the vehicle speed and the slip amount are calculated based on the table in FIG. 10 (from the slip amount in the second control mode). 2 is searched and determined (S805), and a decompression pulse having a time corresponding to the determined second minute decompression amount is output to the outlet valve 2 (S806). Thereafter, the process returns to S802, and the temporary holding (S803) and the pressure reduction (S806) are repeated while the wheel speed is decreasing, and the process is terminated when the wheel speed is not decreasing (S802, S804, No).

The behavior of the vehicle CR and the operation of pressure reduction control by the vehicle brake fluid pressure control apparatus 100 as described above will be described with reference to FIGS.
As shown in FIG. 11 (a), when the vehicle CR brakes and the wheels T tend to lock (t1), the wheel speed (thick solid line) becomes smaller than the vehicle body speed (thin solid line), and slipping occurs. The amount increases. When the slip amount becomes larger than a predetermined threshold value, the first control mode (FIG. 11 (b)), the second control mode (FIG. 11 (c)), the third control mode ( FIG. 11 (d)) is selected, and the pressure reduction is controlled.

As shown in FIG. 11B, when the first control mode is selected, the basic pressure reduction amount P _B is reduced (see D1), and then the first forced hold h1 and the first minute amount are reduced. The pressure reduction in the pressure reduction control d1 and the second forced holding h2 are continuously performed (D2), and further, the second minute pressure reduction control d2 is continued until time t2 at which the wheel speed does not tend to decrease (D3).

As shown in FIG. 11C, when the second control mode is selected, pressure reduction (see D1) at the basic pressure reduction amount P _B is performed, and thereafter, until time t2 at which the wheel speed does not tend to decrease, The second minute pressure reduction control d2 is continued (D3).

As shown in FIG. 11D, when the third control mode is selected, the pressure reduction by the basic pressure reduction amount P _B is continued from time t1 to time t2 at which the wheel speed does not tend to decrease (D1).

As described above, according to the vehicle brake hydraulic pressure control device 100 of the present embodiment, when the traveling state is the normal state when the vehicle CR is decelerated, the first control mode is selected as the control mode, and the road surface friction is After performing basic pressure reduction control (rapid pressure reduction) with the basic pressure reduction amount P _B based on the coefficient, one first minute pressure reduction control is performed. For this reason, by gradually reducing pressure immediately after sudden pressure reduction, the wheel T responds to pressure reduction, and the state of the vehicle CR is reflected in the wheel speed. Thus, in the subsequent second minute pressure reduction control, the pressure can be reduced by the second minute pressure reduction amount while observing the wheel speed to prevent excessive pressure reduction and subsequent excessive pressure increase, thereby performing stable control. it can.

Then, when the second control mode is selected because the driving state is a rough road or a high μ low speed state, etc., the basic pressure reduction control is performed with a fixed basic pressure reduction amount P _B , and then the second minute pressure reduction is performed. Take control. Thus, stable control can be performed by shifting to holding as soon as necessary while watching whether or not the wheel T returns.

Further, in such traveling state is locked occurs, when the third control mode is selected, repeating the basic pressure reduction control by the basic pressure decrease amount P _B of the fixed value, reduced in pressure when the wheel velocity is no longer decreasing To end holding control. Thereby, the wheel T can be quickly returned.

  Although the embodiments of the present invention have been described above, the present invention is not limited to the above-described embodiments, and can be appropriately modified and implemented. For example, in the above-described embodiment, the description has been made on the assumption that the vehicle brake hydraulic pressure control device that executes the ABS control, but the present invention can also be applied to a vehicle behavior control device that stabilizes the behavior of the vehicle.

  In the embodiment, the case where the road surface friction coefficient is estimated based on the deceleration calculated from the wheel speed has been described. However, the road surface friction coefficient estimation method may be another known method, for example, a detection result of an acceleration sensor. May be performed.

  In the above embodiment, the slip amount is used for the determination of the start of ABS control, the determination of the second minute decompression amount, etc., but instead of the slip amount, the slip ratio obtained by dividing the slip amount by the vehicle body speed is used. Also good. That is, it is only necessary to determine the start of ABS control or to determine the second minute decompression amount based on the slip-related amount.

DESCRIPTION OF SYMBOLS 1 Inlet valve 2 Outlet valve 10 Hydraulic unit 20 Control part 21 Slip amount calculation part 22 Pressure control determination part 25 Valve drive part 28 Memory | storage part 81 Output hydraulic pressure path 92 Wheel speed sensor 100 Vehicle brake hydraulic pressure control apparatus 221 Running state Estimator 222 Control mode selector 251 Basic decompression controller 252 First micro decompression controller 253 Second micro decompression controller

Claims (3)

A vehicle brake hydraulic pressure control device for controlling hydraulic pressure generated by a hydraulic pressure source based on at least wheel speed and transmitting the hydraulic pressure to a wheel brake,
A normally open solenoid valve disposed in a hydraulic pressure path from the hydraulic pressure source side to the wheel brake;
A normally closed solenoid valve arranged in a hydraulic path from the wheel brake to the hydraulic pressure source;
Control means for performing control to increase or decrease the hydraulic pressure in the wheel brake by controlling the normally open solenoid valve and the normally closed solenoid valve;
The control means includes
A running state estimating unit for estimating the running state of the vehicle,
As a pattern of decompression control, at least
(1) basic pressure reduction control for reducing pressure with a basic pressure reduction amount;
(2) Temporary first forcible holding, decompression at a first minute decompression amount smaller than the basic decompression amount, and temporary second forcible holding without determining whether or not the wheel speed tends to decrease. A first minute pressure reduction control to be performed;
(3) While determining whether or not the wheel speed is decreasing, temporarily holding and depressurizing with a second minute pressure reduction amount smaller than the basic pressure reduction amount are alternately performed, and when the wheel speed stops decreasing, the pressure reduction control is performed. A second micro decompression control to end
Have
When wheel speed is decreasing and it is decided to control pressure reduction,
The first micro decompression control is performed once following the basic decompression control, and then the second micro decompression control is performed, and then the second micro decompression control is performed following the basic decompression control. The vehicle running state estimated by the running state estimating unit is a second control mode for performing the basic pressure reduction control and a third control mode for ending the pressure reduction control when the wheel speed ceases to decrease. The vehicle brake hydraulic pressure control device is switched according to   When the traveling state estimation unit determines that the road surface state is a bad road from the disturbance of the wheel speed, the control means determines that the pressure reduction control is performed while the wheel speed is decreasing. The vehicle brake fluid pressure control device according to claim 1, wherein the mode is executed.   When the traveling state estimation unit determines that the lock is being generated based on the wheel speed, the control means determines that the pressure reduction control is performed while the wheel speed is decreasing. The vehicular brake hydraulic pressure control device according to claim 1 or 2, wherein the vehicular brake hydraulic pressure control device is executed.

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