JP5493380B2 - Hydraulic brake unit, hydraulic brake unit control method and program - Google Patents

Description

  The present invention relates to a hydraulic brake unit that acquires valve opening operation characteristics of a linear control valve, a control method of the hydraulic brake unit, and a program thereof.

  The hydraulic brake unit that supplies hydraulic pressure for braking from the power hydraulic pressure source through the linear control valve is used to control the valve opening operation characteristics of the linear control valve whose degree of opening and closing is controlled according to the energization amount. Get ahead of time. The linear control valve provided in the hydraulic brake unit includes a pressure-increasing linear control valve that supplies and controls the hydraulic pressure of the power hydraulic pressure source to the wheel cylinder, and a pressure-reducing linear control valve that controls the hydraulic pressure of the wheel cylinder to be reduced.

  For example, the hydraulic brake unit gradually increases the valve opening current of the pressure-increasing linear control valve in a state where an appropriate differential pressure is provided between the upstream side and the downstream side of the pressure-increasing linear control valve so that the hydraulic pressure on the downstream side is reduced. The current value when increased by a predetermined threshold is acquired as the valve opening operating current value for the differential pressure.

  When actually performing the braking control, the hydraulic brake unit determines a control current value for energizing the linear control valve based on the valve opening operation current value acquired in advance so that a desired required braking force is generated. . The acquisition of the valve opening operation characteristics of the linear control valve by the hydraulic brake unit is desired to be as accurate as possible in order to realize accurate braking control.

  In order to obtain the correct opening characteristics of the linear control valve, for example, when the hydraulic fluid in the hydraulic brake unit is leaking, canceling the acquisition of the opening characteristics or obtaining the opened valve action A technique for correcting the characteristics is disclosed, for example, in Patent Document 1 below.

JP 2006-199133 A

  In a hydraulic brake unit equipped with a built-in caliper such as a drum-in drum brake or a drum-in disc brake, the hydraulic pressure in the hydraulic brake unit fluctuates due to the operation of the built-in caliper due to the operation of the parking brake. The valve opening operation characteristics may be acquired as different ones.

  That is, when the parking brake is operated, pulsation accompanying the operation occurs in the hydraulic pressure of the hydraulic fluid communicating with the parking brake. Further, before and after the parking brake is actuated, the volume in which hydraulic fluid communicating with the parking brake can exist varies.

  When acquiring the valve opening characteristics of the linear control valve, fluid pressure pulsation hinders accurate fluid pressure detection, and volume fluctuations cause fluctuations in oil volume rigidity, etc. In some cases, the characteristics cannot be obtained accurately.

  The present invention has been made in view of the above-described problems, and an object thereof is to provide a hydraulic brake unit that can control a linear control valve more accurately.

  The hydraulic brake unit according to the present invention is a hydraulic brake unit in which a linear control valve that is energized and controlled by the brake ECU opens and closes to control the hydraulic pressure of the wheel cylinder. When obtaining the valve operating characteristics, a control process is performed to reduce the influence on the valve opening operating characteristics due to the operation of a parking brake communicating with the linear control valve.

  In the hydraulic brake unit according to the present invention, preferably, when the brake ECU acquires the valve opening operation characteristic with respect to the energization amount of the linear control valve, the presence or absence of the operation of the parking brake communicating with the linear control valve is detected. If the parking brake is in an activated state, the valve opening operation characteristic need not be acquired.

  In the hydraulic brake unit according to the present invention, more preferably, the brake ECU detects whether or not the parking brake communicating with the linear control valve is operated when the valve opening operation characteristic with respect to the energization amount of the linear control valve is acquired. If the parking brake is in an operating state, the valve opening operating characteristic is acquired by a first valve opening determination boosting threshold for determining whether the parking brake is open, and if the parking brake is not in an operating state, the first valve opening is performed. The valve opening operation characteristic may be acquired by a second valve opening determination boosting threshold value that is larger than the determination boosting threshold value.

  The hydraulic brake unit according to the present invention preferably includes an ABS holding valve corresponding to a parking brake that communicates with the linear control valve when the brake ECU acquires a valve opening operation characteristic with respect to the energization amount of the linear control valve. You may close it.

  The hydraulic brake unit according to the present invention preferably has a wheel cylinder corresponding to a parking brake that communicates with the linear control valve when the brake ECU acquires a valve opening operation characteristic with respect to the energization amount of the linear control valve, A separation valve between the wheel cylinder that does not support the parking brake may be shut off.

  The hydraulic brake unit according to the present invention preferably determines whether or not the parking brake communicating with the linear control valve is activated when the brake ECU performs braking control using the obtained valve opening operating current of the linear control valve. If the parking brake is in the activated state, the parking brake is operated using the corrected valve opening operating current obtained by correcting the obtained valve opening operating current by reducing the current corresponding to the fluid rigidity variation accompanying the parking brake operation. If it is not in the operating state, the acquired valve opening operating characteristic may be used.

  Further, the hydraulic brake unit control method according to the present invention is a hydraulic brake unit control method in which a linear control valve energized and controlled by the brake ECU is opened and closed to control the hydraulic pressure of the wheel cylinder. When acquiring the valve opening operation characteristic with respect to the energization amount of the linear control valve, it has a control processing step of reducing the influence on the valve opening operation characteristic due to the operation of the parking brake communicating with the linear control valve.

  Further, the control method of the hydraulic brake unit according to the present invention is preferably such that when the brake ECU acquires the valve opening operation characteristic with respect to the energization amount of the linear control valve, the operation state of the parking brake communicating with the linear control valve is determined. In the PKB operation confirmation process to be detected, and in the PKB operation confirmation process, if the parking brake is in an activated state, a process for stopping the operation for obtaining the valve opening operation characteristics may be included.

  In the hydraulic brake unit control method according to the present invention, more preferably, when the brake ECU acquires the valve opening operation characteristic with respect to the energization amount of the linear control valve, whether or not the parking brake communicating with the linear control valve is operated. If the parking brake is in the activated state in the PKB operation confirmation step and the PKB operation confirmation step, the step of acquiring the valve opening operation characteristic by the first valve opening determination boost threshold value and the parking brake in the PKB operation confirmation step If it is not an operation state, it may have a process of acquiring a valve opening operation characteristic with the 2nd valve-opening judgment boost threshold larger than the 1st valve-opening judgment boost threshold.

  The hydraulic brake unit control method according to the present invention is preferably an ABS corresponding to a parking brake that communicates with a linear control valve when the brake ECU acquires a valve opening operation characteristic with respect to an energization amount of the linear control valve. An ABS holding valve closing step for closing the holding valve may be included.

  In the hydraulic brake unit control method according to the present invention, preferably, when the brake ECU acquires the valve opening operation characteristic with respect to the energization amount of the linear control valve, the wheel corresponding to the parking brake communicated with the linear control valve. You may have the isolation | separation valve interruption | blocking process which interrupts | blocks the isolation | separation valve between a cylinder and the wheel cylinder which does not respond | correspond to a parking brake.

  Further, the control method of the hydraulic brake unit according to the present invention is preferably such that when the brake ECU performs the braking control using the obtained valve-opening operation current of the linear control valve, the parking brake communicates with the linear control valve. PKB operation confirmation process for detecting presence / absence of operation, and when the parking brake is in operation in the PKB operation confirmation process, the current reduction corresponding to the hydraulic rigidity variation accompanying the operation of the parking brake with respect to the obtained valve opening operation current You may have the process of using the correct | amended valve opening operating current which correct | amended, and the process of using the acquired valve opening operating current when a parking brake is not an operation state in a PKB operation | movement confirmation process.

  Further, the program according to the present invention is a program for causing the brake ECU to execute the above-described hydraulic brake unit control method.

  The hydraulic brake unit according to the present invention preferably detects whether or not the parking brake communicating with the linear control valve is activated when the brake ECU acquires the valve opening operation characteristic with respect to the energization amount of the linear control valve. If is in the non-operating state, the valve opening operation characteristic is not acquired.

  In the hydraulic brake unit according to the present invention, more preferably, the brake ECU detects whether the parking brake communicating with the linear control valve is activated or not when the brake ECU performs braking control using the acquired valve opening operating current. If the parking brake is in an inoperative state, the parking brake is operated using a corrected valve opening operating current obtained by correcting the increase in the current corresponding to the fluid rigidity change accompanying the operation of the parking brake. If it is not a non-operation state, the acquired valve opening operation characteristic is used.

  According to the present invention, a hydraulic brake unit capable of accurately controlling a linear control valve can be provided.

It is a systematic diagram showing a hydraulic brake unit concerning an embodiment of the present invention. It is a conceptual diagram explaining the time fluctuation of the hydraulic pressure of a hydraulic brake unit. It is a conceptual diagram explaining the operation | movement process flow of brake ECU concerning 1st embodiment. It is a figure explaining the operation processing flow of the brake unit concerning a 2nd embodiment. It is a flowchart explaining the process of brake ECU concerning 3rd embodiment. It is a notional schematic diagram which illustrates the composition of the hydraulic brake unit concerning a 4th embodiment. It is a flowchart explaining the outline | summary of operation | movement and a process of the hydraulic brake unit concerning 4th embodiment. It is a flowchart explaining the outline | summary of operation | movement and a process of the hydraulic brake unit concerning 5th embodiment. It is a flowchart explaining the outline | summary of operation | movement and a process of the hydraulic brake unit demonstrated in 6th embodiment. It is a block diagram which illustrates the composition concept of brake ECU concerning an embodiment.

  FIG. 1 is a system diagram showing a hydraulic brake unit 20 according to an embodiment of the present invention. The hydraulic brake unit 20 shown in FIG. 1 includes disc brake units 21FR, 21FL, 21RR and 21RL provided for each wheel, a master cylinder unit 27, a power hydraulic pressure source 30, a hydraulic actuator 40, Is provided. Hereinafter, the configuration of the hydraulic brake unit 20 will be described in detail with reference to FIG.

  Disc brake units 21FR, 21FL, 21RR and 21RL apply braking force to the right front wheel, left front wheel, right rear wheel and left rear wheel of the vehicle, respectively. The master cylinder unit 27 as a manual hydraulic pressure source supplies the brake fluid pressurized according to the amount of operation by the driver of the brake pedal 24 as a brake operation member to the disc brake units 21FR, 21FL, 21RR, and 21RL (hereinafter, referred to as the brake fluid). The disc brake units 21FR to 21RL are referred to as appropriate). The power hydraulic pressure source 30 can send the brake fluid pressurized by the supply of power from a motor or the like to the disc brake units 21FR to 21RL independently from the operation of the brake pedal 24 by the driver. .

  Further, the hydraulic actuator 40 appropriately adjusts the hydraulic pressure of the brake fluid supplied from the power hydraulic pressure source 30 or the master cylinder unit 27 and sends it to the disc brake units 21FR to 21RL.

  Each of the disc brake units 21FR to 21RL, the master cylinder unit 27, the power hydraulic pressure source 30, and the hydraulic actuator 40 will be described in more detail below. Each of the disc brake units 21FR to 21RL includes a brake disc 22 and wheel cylinders 23FR, 23FL, 23RR and 23RL incorporated in a brake caliper (not shown). Each wheel cylinder 23FR, 23FL, 23RR, and 23RL is connected to the hydraulic actuator 40 via a different fluid passage. Hereinafter, the wheel cylinders 23FR, 23FL, 23RR and 23RL will be collectively referred to as “wheel cylinders 23” as appropriate.

  In the disc brake units 21FR to 21RL, when the brake fluid is supplied to the wheel cylinder 23 from the hydraulic actuator 40, the piston of the wheel cylinder 23 is extended by the hydraulic pressure, and the brake disc 22 that rotates together with the wheel is used as a friction member. The brake pad is pressed. Thereby, a braking force is applied to each wheel. In the present embodiment, the disk brake units 21FR to 21RL are described. However, for example, another braking force applying mechanism including a wheel cylinder 23 such as a drum brake, a drum-in disk brake, and a drum-in-drum brake is used. May be.

  In this embodiment, the master cylinder unit 27 is a master cylinder with a hydraulic booster, and includes a hydraulic booster 31, a master cylinder 32, a regulator 33, and a reservoir. Further, the hydraulic booster 31 amplifies the pedal depression force applied to the brake pedal 24 and transmits it to the master cylinder 32. When the brake fluid is supplied from the power hydraulic pressure source 30 to the hydraulic pressure booster 31 via the regulator 33, the pedal effort is amplified. The master cylinder 32 generates a master cylinder pressure having a predetermined boost ratio with respect to the pedal effort.

  A reservoir 34 for storing brake fluid is disposed above the master cylinder 32 and the regulator 33. The master cylinder 32 communicates with the reservoir 34 when the depression of the brake pedal 24 is released. On the other hand, the regulator 33 is in communication with both the reservoir 34 and the accumulator 35 of the power hydraulic pressure source 30, and the reservoir 34 is used as a low pressure source, the accumulator 35 is used as a high pressure source, and the hydraulic pressure is approximately equal to the master cylinder pressure. Is generated. Hereinafter, the hydraulic pressure in the regulator 33 is appropriately referred to as “regulator pressure”.

  The power hydraulic pressure source 30 includes a pump 36 and an accumulator 35. The pump 36 has a motor 36a as a drive source, and its suction port is connected to the reservoir 34, while its discharge port is connected to the accumulator 35 to boost the brake fluid. The accumulator 35 is a pressure accumulator that converts the pressure energy of the brake fluid boosted by the pump 36 into the pressure energy of an enclosed gas such as nitrogen, for example, about 14 to 22 MPa and stores the pressure energy. In FIG. 1, the pump 36 and the motor 36 a are described as having independent structures, but in the following description, the motor 36 a is included in the pump 36.

  The accumulator 35 is also connected to a relief valve 35 a provided in the master cylinder unit 27. When the pressure of the brake fluid in the accumulator 35 increases abnormally to about 25 MPa, for example, the relief valve 35 a is opened, and the high-pressure brake fluid is returned to the reservoir 34.

  As described above, in the hydraulic brake unit 20, the master cylinder 32, the regulator 33, and the accumulator 35 serve as a brake fluid supply source for the wheel cylinder 23. A master pipe 37 is connected to the master cylinder 32, a regulator pipe 38 is connected to the regulator 33, and an accumulator pipe 39 is connected to the accumulator 35.

  These master pipe 37, regulator pipe 38 and accumulator pipe 39 are each connected to a hydraulic actuator 40. That is, the master cylinder 32, the regulator 33, and the accumulator 35 are each connected in parallel to the hydraulic actuator 40 as a hydraulic pressure supply source to the wheel cylinder 23.

  The hydraulic actuator 40 as a hydraulic fluid (brake fluid) supply system in the present embodiment includes an actuator block in which a plurality of flow paths are formed, and a plurality of electromagnetic control valves. The flow paths formed in the actuator block include individual flow paths 41, 42, 43 and 44 (hereinafter referred to as individual flow paths 41 to 44 as appropriate) and a main flow path 45.

  Further, the individual flow paths 41 to 44 are respectively branched from the main flow path 45 and connected to the wheel cylinders 23FR, 23FL, 23RR, 23RL of the corresponding disc brake units 21FR, 21FL, 21RR, 21RL. The individual flow paths 41 to 44 allow each wheel cylinder 23 to communicate with the main flow path 45 independently.

  In addition, ABS holding valves 51, 52, 53, and 54 (hereinafter, appropriately referred to as ABS holding valves 51 to 54) are provided in the middle of the individual flow paths 41, 42, 43, and 44, respectively. Each of the ABS holding valves 51 to 54 has a solenoid and a spring that are ON / OFF controlled, and both are normally open electromagnetic control valves that are opened when the solenoid is in a non-energized state.

  Each of the ABS holding valves 51 to 54 in the opened state can distribute the brake fluid in both directions. Typically, hydraulic pressure can be supplied by supplying brake fluid from the main flow path 45 to the wheel cylinder 23. Conversely, the brake fluid can also flow from the wheel cylinder 23 to the main flow path 45. When the solenoid is energized and the ABS holding valves 51 to 54 are closed, the flow of brake fluid in the individual flow paths 41 to 44 is cut off, and the supply of hydraulic pressure is typically cut off.

  Further, the wheel cylinder 23 is supplied to the reservoir 34 via pressure reducing channels 46, 47, 48 and 49 (hereinafter referred to as pressure reducing channels 46 to 49 as appropriate) connected to the individual channels 41 to 44, respectively. And connected to a reservoir channel 55 for reflux. In the middle of the pressure reducing channels 46, 47, 48 and 49, ABS pressure reducing valves 56, 57, 58 and 59 (hereinafter referred to as ABS pressure reducing valves 56 to 59 as appropriate) are provided.

  Each of the ABS pressure reducing valves 56 to 59 has a solenoid and a spring that are ON / OFF controlled, and is a normally closed electromagnetic control valve that is closed when the solenoid is in a non-energized state. . When the ABS pressure reducing valves 56 to 59 are closed, the flow of brake fluid in the pressure reducing flow paths 46 to 49 is blocked.

  Further, when the solenoid is energized and the ABS pressure reducing valves 56 to 59 are opened, the brake fluid is allowed to flow through the pressure reducing channels 46 to 49, and the brake fluid flows from the wheel cylinder 23 to the pressure reducing channels 46 to 49. 49 and the reservoir channel 55 are refluxed to the reservoir 34. Thus, typically, the hydraulic pressure of the wheel cylinder 23 is reduced from the increased pressure state to the reduced pressure state. The reservoir channel 55 is connected to the reservoir 34 of the master cylinder unit 27 via a reservoir pipe 77.

  The main flow path 45 has a separation valve 60 in the middle (note that the separation valve is also referred to as a communication valve, but is referred to as a separation valve in the embodiment). By the separation valve 60, the main channel 45 is divided into a first channel 45 a connected to the individual channels 41 and 42 and a second channel 45 b connected to the individual channels 43 and 44. The first flow path 45a is connected to the front wheel side wheel cylinders 23FR and 23FL via the individual flow paths 41 and 42, and the second flow path 45b is connected to the rear wheel side wheel cylinder via the individual flow paths 43 and 44. Connected to 23RR and 23RL. That is, the separation valve 60 is an electromagnetic control valve having a function of communicating / blocking the front wheel side wheel cylinders 23FR and 23FL and the rear wheel side wheel cylinders 23RR and 23RL.

  The separation valve 60 has a solenoid and a spring that are ON / OFF controlled, and is a normally closed electromagnetic control valve that is closed when the solenoid is in a non-energized state. When the separation valve 60 is in the closed state, the flow of brake fluid in the main flow path 45 is blocked. When the solenoid is energized and the separation valve 60 is opened, the brake fluid can be circulated bidirectionally between the first flow path 45a and the second flow path 45b.

  In the hydraulic actuator 40, a master channel 61 and a regulator channel 62 communicating with the main channel 45 are formed. More specifically, the master channel 61 is connected to the first channel 45 a of the main channel 45, and the regulator channel 62 is connected to the second channel 45 b of the main channel 45. The master channel 61 is connected to a master pipe 37 that communicates with the master cylinder 32. The regulator channel 62 is connected to a regulator pipe 38 that communicates with the regulator 33.

  The master channel 61 has a master cut valve 64 in the middle. The master cut valve 64 has a solenoid that is ON / OFF controlled and a spring, and is a normally open electromagnetic control valve that is opened when the solenoid is in a non-energized state. The master cut valve 64 in the opened state can cause the brake fluid to flow in both directions between the master cylinder 32 and the first flow path 45 a of the main flow path 45. When the solenoid is energized and the master cut valve 64 is closed, the flow of brake fluid in the master flow path 61 is cut off, and typically the hydraulic pressure supply from the master cylinder 32 to the first flow path 45a is cut off. .

  Further, a stroke simulator 69 is connected to the master channel 61 via a simulator cut valve 68 on the upstream side of the master cut valve 64. That is, the simulator cut valve 68 is provided in a flow path connecting the master cylinder 32 and the stroke simulator 69. The simulator cut valve 68 is a normally closed electromagnetic control valve that has a solenoid and a spring that are ON / OFF controlled and is closed when the solenoid is in a non-energized state.

  Further, when the simulator cut valve 68 is in the closed state, the flow of brake fluid between the master flow path 61 and the stroke simulator 69 is blocked. When the solenoid is energized and the simulator cut valve 68 is opened, the brake fluid can flow in both directions between the master cylinder 32 and the stroke simulator 69.

  The stroke simulator 69 has a plurality of pistons and springs, and creates a reaction force according to the depression force of the brake pedal 24 by the driver when the simulator cut valve 68 is opened. The stroke simulator 69 preferably has multistage spring characteristics in order to improve the feeling of brake operation by the driver.

  Further, the regulator channel 62 has a regulator cut valve 65 in the middle. The regulator cut valve 65 also has a solenoid and a spring that are ON / OFF controlled, and is a normally open electromagnetic control valve that is opened when the solenoid is in a non-energized state. The regulator cut valve 65 that has been opened can cause the brake fluid to flow in both directions between the regulator 33 and the second flow path 45 b of the main flow path 45. When the solenoid is energized and the regulator cut valve 65 is closed, the flow of brake fluid in the regulator flow path 62 is cut off, and typically the hydraulic pressure supply from the regulator 33 to the second flow path 45b is cut off. .

  In the hydraulic actuator 40, an accumulator channel 63 is also formed in addition to the master channel 61 and the regulator channel 62. One end on the downstream side of the accumulator channel 63 is connected to the second channel 45 b of the main channel 45, and the other end on the upstream side is connected to the accumulator pipe 39 communicating with the accumulator 35.

  The accumulator channel 63 has a pressure-increasing linear control valve (sometimes referred to as “linear valve-increasing”) 66 in the middle. The accumulator flow path 63 and the second flow path 45 b of the main flow path 45 are connected to the reservoir flow path 55 via a pressure-reducing linear control valve (sometimes referred to as “linear reduction valve”) 67. The pressure-increasing linear control valve 66 and the pressure-decreasing linear control valve 67 each have a linear solenoid and a spring, and both are normally closed electromagnetic control valves that are closed when the solenoid is in a non-energized state. The pressure increase linear control valve 66 and the pressure decrease linear control valve 67 have their valve openings adjusted in proportion to the current supplied to the respective solenoids. In the following description, the pressure-increasing linear control valve 66 and the pressure-decreasing linear control valve 67 are collectively referred to as a linear control valve as appropriate.

  The pressure-increasing linear control valve 66 is provided as a common pressure-increasing control valve for each of the wheel cylinders 23 provided corresponding to each wheel. Similarly, the pressure reducing linear control valve 67 is provided as a common pressure reducing control valve for each wheel cylinder 23. That is, in this embodiment, the pressure-increasing linear control valve 66 and the pressure-reducing linear control valve 67 are a pair of common controls for controlling the supply and discharge of the working fluid delivered from the power hydraulic pressure source 30 to each wheel cylinder 23. It is provided as a control valve. Typically, if the pressure-increasing linear control valve 66 is opened, the hydraulic pressure from the accumulator 35 can be supplied to the second flow path 45b to increase the hydraulic pressure in the second flow path 45b. Also, typically, if the pressure-reducing linear control valve 67 is opened, the brake fluid in the second flow path 45b can be discharged, and the hydraulic pressure in the second flow path 45b can be reduced.

  The differential pressure between the upstream side and the downstream side of the pressure-increasing linear control valve 66 (so-called differential pressure between the inlet and outlet) is approximately equal to the differential pressure between the pressure of the brake fluid in the accumulator 35 and the pressure of the brake fluid in the main flow path 45. Correspond. The differential pressure between the upstream side and the downstream side of the pressure-reducing linear control valve 67 corresponds to the differential pressure between the brake fluid pressure in the main flow path 45 and the brake fluid pressure in the reservoir 34. In reality, during the transition period in which the brake fluid flows as the pressure increasing linear control valve 66 is opened and closed, a pressure reducing factor due to orifice resistance or the like acts on the pressure increasing linear control valve 66.

  Further, the electromagnetic driving force according to the power supplied to the linear solenoid of the pressure increasing linear control valve 66 and the pressure reducing linear control valve 67 is F1, the spring biasing force is F2, and the pressure increasing linear control valve 66 and the pressure reducing linear control valve are Assuming that the differential pressure acting force according to the differential pressure between the inlet / outlet of 67 is F3, the relationship F1 + F3 = F2 is established. Therefore, the differential pressure between the inlet and outlet of the pressure-increasing linear control valve 66 and the pressure-reducing linear control valve 67 is controlled by continuously controlling the power supplied to the linear solenoids of the pressure-increasing linear control valve 66 and the pressure-reducing linear control valve 67. can do.

  In the hydraulic brake unit 20, the power hydraulic pressure source 30 and the hydraulic actuator 40 are controlled by a brake ECU 70 as an electronic control unit in the present embodiment. The brake ECU 70 is configured as a microprocessor including a CPU, and includes a ROM that stores various programs, a RAM that temporarily stores data, an input / output port, a communication port, and the like in addition to the CPU. Further, the brake ECU 70 may include a flash memory or the like that can rewrite various programs as a storage unit, and may be upgraded or updated during maintenance such as firmware upgrade.

  The brake ECU 70 can communicate with an upper hybrid ECU and the like, and configures the pump 36 of the power hydraulic pressure source 30 and the hydraulic actuator 40 based on control signals from the hybrid ECU and signals from various sensors. The hydraulic braking force can be controlled by controlling the electromagnetic control valves 51 to 54, 56 to 59, 60, and 64 to 68.

  Further, a regulator pressure sensor 71, an accumulator pressure sensor 72, and a control pressure sensor 73 are connected to the brake ECU 70. The regulator pressure sensor 71 detects the pressure of the brake fluid in the regulator flow path 62 on the upstream side of the regulator cut valve 65, that is, the regulator pressure at a predetermined sampling period, and sends a regulator pressure detection signal indicating the detected value to the brake ECU 70. give.

  The accumulator pressure sensor 72 detects the pressure of the brake fluid in the accumulator flow path 63 on the upstream side of the pressure-increasing linear control valve 66, that is, the accumulator pressure at a predetermined sampling period, and an accumulator pressure detection signal indicating the detected value. Is given to the brake ECU 70.

  In addition, the control pressure sensor 73 detects the pressure of the brake fluid in the first flow path 45a of the main flow path 45 at a predetermined sampling period, and gives a signal indicating the detected value to the brake ECU 70. When the separation valve 60 is opened and the first flow path 45a and the second flow path 45b are in communication, the control pressure sensor 73 detects the pressure of the brake fluid in the main flow path 45. The detection values of the pressure sensors 71 to 73 are sampled every predetermined time (for example, every 3 milliseconds), supplied to the brake ECU 70, and stored in a predetermined storage area of the brake ECU 70 by a predetermined amount.

  Therefore, when the separation valve 60 is opened and the first flow path 45a and the second flow path 45b of the main flow path 45 communicate with each other, the output value of the control pressure sensor 73 is the pressure increase linear control valve 66. The hydraulic pressure on the low pressure side (downstream side) and the hydraulic pressure on the high pressure side (upstream side) of the pressure-reducing linear control valve 67 are shown. Therefore, the output value of the control pressure sensor 73 can be used for controlling the pressure-increasing linear control valve 66 and the pressure-decreasing linear control valve 67.

  When the pressure-increasing linear control valve 66 and the pressure-decreasing linear control valve 67 are closed and the master cut valve 64 is opened, the output value of the control pressure sensor 73 is the hydraulic pressure of the master cylinder 32 ( Hereinafter, it is referred to as a master cylinder pressure as appropriate). Further, the separation valve 60 is opened so that the first flow path 45a and the second flow path 45b of the main flow path 45 communicate with each other, and the ABS holding valves 51 to 54 are opened, while the ABS pressure reducing valves are opened. When 56 to 59 are closed, the output value of 73 of the control pressure sensor indicates the working fluid pressure acting on each wheel cylinder 23, that is, the wheel cylinder pressure.

  The sensor connected to the brake ECU 70 includes a stroke sensor 25 provided on the brake pedal 24. The stroke sensor 25 detects a pedal stroke as an operation amount of the brake pedal 24 by the driver, and gives a signal indicating the detected stroke amount to the brake ECU 70. The output value of the stroke sensor 25 is sampled every predetermined time and given to the brake ECU 70, and is stored and held by a predetermined amount in a predetermined storage area of the brake ECU 70.

  The brake operation state detection means is not limited to the stroke sensor 25, and other brake operation state detection means may be provided in addition to the stroke sensor 25 or connected to the brake ECU 70 instead of the stroke sensor 25. . As the brake operation state detection means, for example, a pedal depression force sensor that detects an operation force of the brake pedal 24, a brake switch that detects that the brake pedal 24 is depressed, or the like may be used. A wheel speed sensor (not shown) is also connected to the brake ECU 70, and a wheel speed detection signal sampled every predetermined time is given to the brake ECU 70 and stored and held in a predetermined storage area of the brake ECU 70.

  Further, the brake operation input means is not limited to the brake pedal 24 as a brake operation member, and may be, for example, a brake operation input means using a press button. Even in the case of a brake operation input means using a push button, in addition to detecting the stroke amount of the push button, a pressure sensor that detects the operation force of the push button, or a push that detects that the push button is pushed by a predetermined amount It is good also as a button switch.

  The hydraulic brake unit 20 configured as described above may take at least three control modes: a linear control mode, a traveling regulator pressure increasing mode, and a stopping regulator pressure increasing mode. In any control mode, the hydraulic brake unit 20 is controlled by the brake ECU 70. In the following, the regulator pressure increase mode during stop is referred to as a stop Reg increase mode, and the regulator pressure increase mode during travel is referred to as a travel Reg increase mode.

  The linear control mode is typically used during normal deceleration braking from running. In the linear control mode, each wheel cylinder 23 is disconnected from the master cylinder unit 27. That is, the brake ECU 70 closes the regulator cut valve 65 so that the brake fluid delivered from the regulator 33 is not supplied to the main flow path 45. The brake ECU 70 closes the master cut valve 64 so that the brake fluid sent from the master cylinder 32 is not supplied to the main flow path 45. Further, the brake ECU 70 opens the simulator cut valve 68. The reason why the brake ECU 70 opens the simulator cut valve 68 is to supply the brake fluid sent from the master cylinder 32 to the stroke simulator 69 when the driver operates the brake pedal 24. is there. The brake ECU 70 opens the separation valve 60.

  In the linear control mode, the brake ECU 70 typically reduces the regenerative braking force from the required braking force instructed by the driver by depressing the brake pedal 24 to thereby generate the fluid to be generated by the hydraulic brake unit 20. A pressure braking force (typically a braking force due to friction) is calculated. The value of the regenerative braking force is given from the hybrid ECU to the brake ECU 70.

  And brake ECU70 calculates the target hydraulic pressure of each wheel cylinder 23FR-23RL based on the calculated hydraulic braking force. The brake ECU 70 determines the value of the supply current (the pressure increase command current value or the pressure decrease command current value) to the pressure increasing linear control valve 66 and the pressure reducing linear control valve 67 by a feedback control law so that the wheel cylinder pressure becomes the target hydraulic pressure. decide.

  As a result, in the hydraulic brake unit 20, brake fluid is supplied from the power hydraulic pressure source 30 to each wheel cylinder 23 via the pressure-increasing linear control valve 66, and a predetermined target hydraulic braking force is applied to the wheels. Further, the brake fluid is discharged from each wheel cylinder 23 via the pressure-reducing linear control valve 67 as necessary, and the hydraulic braking force applied to the wheels is adjusted as appropriate. In this way, in the linear control mode, the brake regenerative cooperative control for generating the required braking force is performed using both hydraulic braking and regenerative braking. The mode in the case of normal brake control from running is the linear control mode.

  Further, in the traveling Reg increase mode (also referred to as Reg assist mode), the brake ECU 70 supplies the hydraulic pressure of the regulator 33 to the wheel cylinder 23 in addition to the pressure increase processing in the linear control mode. Process to increase fluid pressure quickly. That is, in the traveling Reg increase mode, a control current is supplied to the pressure-increasing linear control valve 66 to open the pressure-increasing linear control valve 66, and the wheel cylinders 23 are connected to the power hydraulic pressure source 30. Further, the brake ECU 70 closes the master cut valve 64 and opens the regulator cut valve 65 and the simulator cut valve 68. The brake ECU 70 opens the separation valve 60.

  Further, the open / close state of each electromagnetic control valve in the stop Reg increase mode is different from the above-described travel Reg increase mode in that the open / close state of the pressure increasing linear control valve 66 and the master cut valve 64 is different. The open / close state is the same. That is, the stopping Reg increase mode is different from the running Reg increase mode in that the pressure-increasing linear control valve 66 is closed and the master cut valve 64 is opened. As a result, in the stop Reg increase mode, the master cylinder pressure and the regulator pressure are transmitted as they are to the wheel cylinder 23, so that a hydraulic braking force corresponding to the amount of operation of the brake pedal 24 by the driver can be generated. .

  The brake ECU 70 selects one of the linear control mode, the running Reg increase mode, and the stopped Reg increase mode from the vehicle state such as the vehicle running speed or the value of the regenerative braking force, or an instruction from the driver. You may select suitably according to. In the following description, the running Reg increase mode is appropriately referred to as a Reg assist mode. The ABS holding valves 51 to 54 and the ABS pressure reducing valves 56 to 59 are also used for controlling the vehicle attitude stabilization device (VSC).

  The hydraulic brake unit 20 described in the embodiment includes a parking brake cylinder connected to a brake hydraulic circuit like a so-called built-in caliper such as a built-in disc type or a drum-in-drum type. When the hydraulic brake unit 20 operates in a state where the parking brake communicates with the linear control valve, the operation characteristics of the linear control valve change greatly.

  For this reason, the hydraulic brake unit 20 monitors the on / off state of the parking brake, and controls to stop or start the valve opening operation characteristic acquisition process of the linear control valve. In addition, the valve opening operation characteristic acquisition processing of the linear control valve is executed in a state where the ABS holding valve corresponding to the target wheel (typically the rear wheel side) of the parking brake is closed, for example, the front wheel side and the rear wheel side The valve-opening operation characteristic acquisition process of the linear control valve is performed in a state where the separation valve 60 that shuts off / communicates is closed and the hydraulic pressure is shut off. Further, the hydraulic brake unit 20 monitors whether or not the parking brake is operated during normal brake control, and if the parking brake is operated, the hydraulic fluid rigidity change corresponding amount (for example, oil amount rigidity change amount) is displayed. A corrected valve opening operating current is used.

  In addition, the hydraulic brake unit 20 according to the embodiment is a first brake system (typically, a deceleration brake disc brake in a linear control mode) that executes a brake by driving a piston in a wheel cylinder by a high pressure source or a hydraulic pressure by a pedal depression force. System) and a second brake system (typically a built-in parking brake system) that executes a brake by driving a piston by a hydraulic pressure drive different from that of the first brake system. When acquiring the operating characteristics, the acquisition contents of the valve opening operating characteristics are changed depending on whether the second brake system is operating.

  Thereby, it can be set as the hydraulic brake unit 20 which reduced the concern that the wrong valve-opening operation characteristic may be acquired regardless of whether the second brake system is operated.

  Further, the hydraulic brake unit 20 according to the embodiment includes a first brake system that performs braking by driving a piston in a wheel cylinder by a hydraulic pressure generated by a high pressure source or a pedal depression force, and a hydraulic pressure drive different from the first brake system. In a composite brake system having a second brake system that executes braking by driving the valve, when acquiring the valve opening operation characteristic of the first brake system, the valve between the valve and the piston for which the operation characteristic is to be acquired is close up.

  Thereby, it can be set as the hydraulic brake unit 20 which reduced the concern that the wrong valve-opening operation characteristic may be acquired regardless of whether the second brake system is operated.

  An electronically controlled brake having a built-in parking brake has a structure in which the parking brake is operated by pushing a piston in the wheel cylinder 23. For this reason, on the hydraulic path of the electronically controlled brake, when the parking brake is turned on / off, the pulsation accompanying the on / off operation tends to be superimposed on the hydraulic pressure sensor in the hydraulic actuator 40.

  Further, the oil amount rigidity of the brake caliper corresponding to the operating amount of the piston differs between when the parking brake is on and when it is off in the steady state. Further, the electronically controlled brake has a learning process for acquiring and calculating a valve opening operating current value due to a differential pressure of each linear control valve. In the learning step, a current is applied to the linear control valve with a constant current gradient, and the valve opening operation is determined based on an increase in the downstream hydraulic pressure in the hydraulic actuator 40 by a predetermined valve opening determination boost threshold.

  Since such a valve opening operation determination is an extremely precise control determination, if the parking brake is operated during the learning process (typically applying a current at a constant current gradient), the detected value of the hydraulic pressure sensor This pulsation contributes to erroneous valve opening operation determination.

  Further, if the oil amount rigidity varies depending on the on / off state of the parking brake, the oil amount required for the valve opening determination varies with the same valve opening determination boosting threshold value. For this reason, an error is superimposed on the obtained and calculated valve opening operating current value, and the appropriate valve opening operating current value that should be used as a reference during normal brake control differs between when the parking brake is on and when it is off. It becomes.

  Conventionally, the learning operation control considering the operation of the built-in caliper depending on whether or not the parking brake is operated has not been performed. The process corresponding to the operation is executed. In the following description, learning is a general term for a series of control processing calculations performed by the brake ECU 70 in order to acquire the valve opening operation characteristics of the linear control valve.

  FIG. 10 is a block diagram illustrating the configuration concept of the brake ECU 70 according to the embodiment. The brake ECU 70 includes a valve opening operation characteristic acquisition unit 710 that performs control processing of the hydraulic brake unit 20 to acquire the valve opening operation characteristic of the pressure-increasing linear control valve 66 and the valve opening operation characteristic of the pressure-reduction linear control valve 67. Prepare.

  In addition, the brake ECU 70 includes a parking brake operation influence reducing unit 720 that reduces the influence on the acquisition of the valve opening operation characteristic accompanying the operation of the parking brake. The parking brake operation effect reducing unit 720 constantly monitors and controls the control and processing of the valve opening operation characteristic acquisition unit 710 with a cycle as short as possible, typically about 3 milliseconds.

  From the parking brake on / off detection unit 730 that detects the operation state of the parking brake, the parking brake operation effect reducing unit 720 determines whether the parking brake is on (operation state) or the parking brake is off (in the non-operation state). The PKB state is input with a cycle as short as possible, typically about 3 milliseconds. The parking brake on / off detection unit 730 may detect an operation instruction from the parking switch 740, for example.

  Further, the parking brake operation influence reducing unit 720 monitors the control and processing of the valve opening operation characteristic acquisition unit 710. As a result, when the predetermined condition is satisfied, the valve opening operation characteristic acquisition unit 710 causes the linear control valve to be more accurate. The preparatory control for acquiring the valve opening operation characteristics is instructed, and interference control is appropriately performed on the valve opening operation characteristics acquisition process or use process.

  Since the preparation control and the interference control by the parking brake operation influence reducing unit 720 are variously controlled and processed, the details of the valve opening operation characteristic acquisition process will be described below, and then the preparation control and the interference are performed for each embodiment. Control will be described in detail.

  FIG. 2 is a conceptual diagram for explaining the time variation of the hydraulic pressure of the hydraulic brake unit 20. FIG. 2A is a conceptual diagram for explaining the change over time in the control hydraulic pressure and the current value when the valve opening operation characteristic of the pressure-increasing linear control valve 66 is acquired. In FIG. 2A, the control hydraulic pressure is a hydraulic pressure detected by the control pressure sensor 73. In FIG. 2A, the current value is a current value that the valve opening operation characteristic acquisition unit 710 instructs to the pressure-increasing linear control valve 66.

  As shown in FIG. 2A, the valve opening operation characteristic acquisition unit 710 first sets the upstream side of the pressure-increasing linear control valve 66 (power hydraulic pressure source 30 side) to P2 pressure, and downstream of the pressure-increasing linear control valve 66. The differential pressure (P2−P1) is provided between the upstream and downstream sides of the pressure-increasing linear control valve 66 with the side (wheel cylinder 23 side) as the P1 pressure. In this case, the valve opening operation characteristic acquisition unit 710 detects the hydraulic pressure P2 on the high pressure side of the pressure-increasing linear control valve 66 by the accumulator pressure sensor 72.

  Next, the valve-opening operation characteristic acquisition unit 710 increases the command current value 220 for the pressure-increasing linear control valve 66 by sweeping at a constant gradient between time T (P1s) and time T (P1e). In response to the increase in the command current value 220 for the pressure-increasing linear control valve 66, the pressure-increasing linear control valve 66 is gradually opened.

  When the pressure-increasing linear control valve 66 is gradually opened, the hydraulic pressure P2 upstream of the pressure-increasing linear control valve 66 is supplied to the downstream side, and the control oil pressure detected by the control pressure sensor 73 is indicated by a solid line 210. Gradually increases. In FIG. 2A, an ideal change in control hydraulic pressure is indicated by a broken line 250.

  In the valve opening operation characteristic acquisition unit 710, the control pressure sensor 73 detects a pressure (P1 + ΔP) that is increased from the initial downstream hydraulic pressure P1 by a predetermined valve opening determination boosting threshold (hereinafter also referred to as a valve opening threshold) ΔP. When this is done, the command current value I1 for the pressure-increasing linear control valve 66 is stored as the valve opening operating current value of the differential pressure (P2-P1) between the upstream and downstream of the pressure-increasing linear control valve 66 in this acquisition step.

  Next, the valve opening operating characteristic acquisition unit 710 sets the upstream side (power hydraulic pressure source 30 side) of the pressure-increasing linear control valve 66 as P3 pressure, and the downstream side (wheel cylinder 23 side) of the pressure-increasing linear control valve 66. As the P2 pressure, a differential pressure (P3-P2) is provided between the upstream and downstream of the pressure-increasing linear control valve 66. In this case, the valve opening operation characteristic acquisition unit 710 detects the hydraulic pressure P3 on the high pressure side of the pressure-increasing linear control valve 66 by the accumulator pressure sensor 72.

  Subsequently, the valve-opening operation characteristic acquisition unit 710 increases the command current value 240 for the pressure-increasing linear control valve 66 by a sweep with a constant gradient between time T (P2s) and time T (P2e). In response to an increase in the command current value 240 for the pressure-increasing linear control valve 66, the pressure-increasing linear control valve 66 is gradually opened.

  When the pressure-increasing linear control valve 66 is gradually opened, the hydraulic pressure P3 on the upstream side of the pressure-increasing linear control valve 66 is supplied to the downstream side, and the control oil pressure detected by the control pressure sensor 73 is indicated by a solid line 230. Gradually increases. In FIG. 2A, an ideal change in control hydraulic pressure is indicated by a broken line 250.

  When the control pressure sensor 73 detects a pressure (P2 + ΔP) that is increased by a predetermined valve-opening determination boosting threshold ΔP from the initial downstream hydraulic pressure P2, the valve-opening operation characteristic acquisition unit 710 applies to the pressure-increasing linear control valve 66. The command current value I2 is stored as the valve opening operating current value of the differential pressure (P3-P2) between the upstream and downstream of the pressure-increasing linear control valve 66 in this acquisition step. The valve opening operation characteristic acquisition unit 710 typically acquires a valve opening operation current value for a plurality of differential pressures as a linear function by changing the differential pressure variously and repeatedly executing the above-described processing a plurality of times.

  The above is a typical operation processing example when the valve-opening operation characteristic acquisition unit 710 acquires the valve-opening operation characteristic of the pressure-increasing linear control valve 66, but the valve-opening operation characteristic of the pressure-reducing linear control valve 67 is acquired. In this case, the upstream hydraulic pressure may be detected by the control pressure sensor 73, and the valve opening operation characteristic for the differential pressure may be acquired by the same operation process.

  FIG. 2B is a conceptual diagram for explaining the temporal change of hydraulic pulsation due to the operation of the parking brake. The hydraulic pressure shown in FIG. 2B is typically a control hydraulic pressure detected by the control pressure sensor 73. Note that the fluctuation of the control hydraulic pressure 260 shown in FIG. 2B is a hydraulic pressure path in which the pressure increasing linear control valve 66 and the pressure reducing linear control valve 67 are both closed, in other words, communicating with the parking brake piston. This is a case where the parking brake control signal 270 is turned on in the state where is closed.

  As shown in FIG. 2 (b), when the parking brake control signal 270 is turned on, the control oil pressure 260 increases transiently from Pb1 to Pb2 due to the operation of the parking brake, and then constantly increases to Pb3. To reduce.

  Such fluctuation of the control hydraulic pressure 260 is considered to be caused by the pushing operation of the piston (or actuator) when the parking brake is operated (that is, the pressure contact operation of the friction member against the opposing member). When the piston of the parking brake is pushed in, the transiently increased control hydraulic pressure 260 decreases to the Pb3 pressure due to the increase in the brake fluid existence allowable volume corresponding to the pushing amount.

  When the valve opening operation characteristic acquisition unit 710 acquires the valve opening operation characteristic of the linear control valve, the parking brake operation effect reduction unit 720 is typically caused by a change in the control hydraulic pressure 260 illustrated in FIG. Reduce false positives. By the control process of the parking brake operation effect reduction unit 720, the valve opening operation characteristic acquisition unit 710 can acquire the relatively accurate valve opening operation characteristic by avoiding the influence of fluctuations in the control hydraulic pressure 260, and / or the brake ECU 70 can perform comparison. The braking control can be based on a correct and correct valve opening operation characteristic.

(First embodiment)
The brake ECU 70 according to the first embodiment monitors the on / off of the parking brake at a predetermined cycle before and during the learning, when learning the operation characteristics of the linear control valve, and the parking brake is switched from off to on. Do not start, pause or cancel learning.

  The brake ECU 70 according to the first embodiment can suppress erroneous valve opening determination for hydraulic pressure pulsation caused by on / off fluctuations of the parking brake during learning.

  FIG. 3 is a conceptual diagram illustrating an operation process flow of the brake ECU 70 according to the first embodiment. Therefore, the operation process of the brake ECU 70 will be described below for each step shown in FIG.

(Step S310)
The valve opening operating characteristic acquisition unit 710 determines whether or not there is an instruction to acquire the valve opening operating characteristic of the pressure-increasing linear control valve 66 or the valve opening operating characteristic of the pressure-reducing linear control valve 67. If there is an instruction to acquire the valve opening operation characteristic of the pressure-increasing linear control valve 66 or the valve opening operation characteristic of the pressure-reducing linear control valve 67, the process proceeds to step S320. If there is no instruction to acquire the valve opening operation characteristic of the pressure-increasing linear control valve 66 and the valve opening operation characteristic of the pressure-reducing linear control valve 67, the process waits in step S310.

  In the following description, for convenience of explanation, it is assumed that there is an instruction to acquire the valve opening operation characteristic of the pressure-increasing linear control valve 66. The instruction to acquire the valve opening operation characteristic of the pressure-increasing linear control valve 66 may be instructed from the brake ECU 70, may be instructed from a control unit (for example, a hybrid ECU) higher than the brake ECU 70, and others. It may be based on an external instruction input.

(Step S320)
The parking brake on / off detection unit 730 detects whether or not the parking brake is in an operating state based on an operation input from the parking switch 740 or the like. Further, the parking brake on / off detection unit 730 gives the detected PKB operating state to the parking brake operation influence reducing unit 720.

(Step S330)
If the parking brake state detected by the parking brake on / off detection unit 730 is an inoperative state (off), the process proceeds to step S340. If the parking brake state detected by the parking brake on / off detection unit 730 is not inactive, the process proceeds to step S370.

(Step S340)
The parking brake operation influence reducing unit 720 gives a permission instruction for a control process for acquiring the valve opening operation characteristic of the pressure-increasing linear control valve 66 to the valve opening operation characteristic acquisition unit 710. Further, the valve opening operation characteristic acquisition unit 710 acquires the valve opening operation characteristic of the pressure-increasing linear control valve 66 based on the permission instruction from the parking brake operation influence reducing unit 720. In other words, the valve opening operation characteristic acquisition unit 710 executes the learning process based on the permission from the parking brake operation effect reduction unit 720.

(Step S350)
The valve opening operating characteristic acquisition unit 710 determines whether or not a predetermined cycle has ended. When the predetermined cycle ends, the process proceeds to step S360. If the predetermined cycle has not ended, the process returns to step S340.

  Here, it is assumed that the flowchart shown in FIG. 3 is a program control that is repeated with a cycle as short as possible, typically about 3 milliseconds. That is, the execution of the learning process described in step S340 is a learning process corresponding to one cycle, and the learning process does not necessarily end in a single cycle. In addition, the processing described in other steps in FIG. 3 is also processed for each predetermined cycle.

(Step S360)
The valve opening operation characteristic acquisition unit 710 determines whether or not all the learning processes have been completed. When all the learning processes are completed, this operation process flow is ended. If all the learning processes are not completed, the process returns to step S320. Thereby, even if it is in learning, brake ECU70 can detect the state of a parking brake for every period, and can reflect the detected PKB state in a learning process.

  Here, the valve opening operation characteristic acquisition unit 710 learns predetermined valve opening operation current values for a plurality of predetermined differential pressures. Further, the valve opening operation characteristic acquisition unit 710 may learn the valve opening operation current values for a plurality of times for the same differential pressure and calculate an average value. For this reason, in this step S360, it is determined whether or not the valve opening operating characteristic acquisition unit 710 has learned all the predetermined valve opening operating current values.

(Step S370)
The parking brake operation effect reducing unit 720 instructs the valve opening operation characteristic acquisition unit 710 to stop acquiring the valve opening operation characteristic of the pressure-increasing linear control valve 66.

  That is, the valve opening operation characteristic acquisition unit 710 stops the learning process based on the stop instruction from the parking brake operation effect reduction unit 720. Typically, the valve opening operation characteristic acquisition unit 710 closes the linear control valve by setting the command current value 220 or 240 that is increased by sweeping to zero.

  The valve opening operating characteristic acquisition unit 710 resumes the process of acquiring the valve opening operating characteristic of the pressure-increasing linear control valve 66 based on the permission from the parking brake operation influence reducing unit 720 at any period after step S370. In this case, it may be applied continuously from the current value of the command current value 220 or 240 immediately before the stop, or each sweep of the command current value 220 or 240 may be started from the beginning to increase the current. .

(Step S380)
The parking brake operation effect reducing unit 720 performs a calculation process of adding a time during which the valve opening operation characteristic acquisition unit 710 stops the process of acquiring the valve opening operation characteristic of the pressure-increasing linear control valve 66. The parking brake operation effect reducing unit 720 may typically add a time corresponding to one cycle (for example, 3 milliseconds) every time this step S380 is performed in the flow processing cycle.

  The addition process of the stop time by the parking brake operation effect reducing unit 720 is continued until it is detected that the parking brake state is inactive (off) in step S330 in any one of the subsequent cycles. It becomes. It is assumed that the addition time by the parking brake operation effect reducing unit 720 is reset when the flow ends (learning is completed).

(Step S390)
The parking brake operation effect reducing unit 720 determines whether or not the added stop time is longer than a predetermined threshold time set in advance. When the added stop time is longer than a predetermined threshold time set in advance, the process proceeds to step S3a0. If the added stop time is not longer than a predetermined threshold time set in advance, the process proceeds to step S3b0.

(Step S3a0)
The parking brake operation effect reducing unit 720 gives an instruction to cancel the learning instruction to the valve opening operation characteristic acquisition unit 710. Thereby, even if the learning process by the valve opening operation characteristic acquisition unit 710 is halfway and all predetermined learning is not completed, the valve opening operation characteristic acquisition unit 710 learns that there is no learning instruction. Cancel processing forcibly.

  Since the learning process is forcibly canceled because there is no learning instruction, the valve opening operating characteristic acquisition unit 710 has already acquired the differential pressure and the valve opening operating current in the entire period from the learning instruction in step S310 to this step S3a0. Even if there is a relationship with the value, it is not stored.

(Step S3b0)
The valve opening operating characteristic acquisition unit 710 determines whether or not a predetermined cycle has ended. When the predetermined cycle ends, the process proceeds to step S360. If the predetermined cycle has not ended, the process waits in step S3b0.

  Further, the brake ECU 70 according to the first embodiment may set the parking brake to be on as a learning start condition, and stop or cancel the learning when the parking brake is turned off during the learning start. That is, in the first embodiment, when the parking brake is switched on and off during learning, typically, control is performed to cancel learning.

  The cycle of repeating the flow of FIG. 3 in the first embodiment may be, for example, every time the valve opening operating current value is acquired, that is, the instruction current value for acquiring the instruction current value I1 as the valve opening operating current value. A period from the sweep start time T (P1s) of 220 to the sweep start time T (P2s) of the command current value 240 for reading the command current value I2 as the valve opening operation current value may be set as one cycle.

  However, in the sense that the on / off variation of the parking brake is monitored in the shortest possible cycle and reflected in the learning process even during the sweep of the command current value 220, one cycle is typically 3 milliseconds and the process control is allowed. It is preferable that the period be as short as possible within the range. In other words, it is preferable to set the cycle of FIG. 3 as a period in which the flow of FIG.

  With this process, there is a delay in detecting the PKB state change by the parking brake on / off detection unit 730 even if there is an unexpected change in the PKB state such as depressing or releasing the parking brake at any time during learning. Even in such a case, the hydraulic brake unit 20 can be used promptly.

(Second embodiment)
The brake unit 70 described in the second embodiment detects the state of the parking brake before and during the learning process, and when the parking brake is turned on from off, the differential pressure at that time is Cancel learning.

  In the brake unit 70 described in the second embodiment, when the learning process at another differential pressure is subsequently continued, when the parking brake is on, a predetermined valve opening determination boost threshold value when the parking brake is off is used. Reduce the learning process. When the parking brake is on, the allowable volume of the brake fluid increases by the amount corresponding to the cylinder pushing of the parking brake. For this reason, the brake unit 70 described in the second embodiment performs the learning process by lowering the valve opening determination boosting threshold by an amount corresponding to the increase in volume.

  As a result, the brake unit 70 described in the second embodiment does not need to stop learning even when the parking brake state fluctuates, so that the learning time can be reduced, which is further preferable.

  FIG. 4 is a diagram for explaining an operation processing flow of the brake unit 70 according to the second embodiment. Therefore, hereinafter, the operation processing flow of the brake unit 70 according to the second embodiment will be described in detail for each step shown in FIG.

(Step S410)
The valve opening operating characteristic acquisition unit 710 determines whether or not there is an instruction to acquire the valve opening operating characteristic of the pressure-increasing linear control valve 66 or the valve opening operating characteristic of the pressure-reducing linear control valve 67. If there is an instruction to acquire the valve opening operation characteristic of the pressure-increasing linear control valve 66 or the valve opening operation characteristic of the pressure-reducing linear control valve 67, the process proceeds to step S420. When there is no instruction to acquire the valve opening operation characteristic of the pressure-increasing linear control valve 66 and the valve opening operation characteristic of the pressure-reducing linear control valve 67, the flow process of FIG.

  In the following description, for convenience of explanation, it is assumed that there is an instruction to acquire the valve opening operation characteristic of the pressure-increasing linear control valve 66. The instruction to acquire the valve opening operation characteristic of the pressure-increasing linear control valve 66 may be instructed from the brake ECU 70, may be instructed from a control unit (for example, a hybrid ECU) higher than the brake ECU 70, and others. It may be based on an external instruction input.

  Each process shown in FIG. 4 is assumed to be program control that is repeated with a cycle as short as possible, typically about 3 milliseconds. That is, the determination of the presence / absence of an instruction to acquire the valve opening operation characteristic described in step S410 is a determination process corresponding to the first one cycle. In addition, since the learning process does not necessarily end in a single cycle, in the second and subsequent cycles, the determination as to whether or not there is an instruction to acquire the valve opening operation characteristic described in step S410 is performed as the valve opening operation characteristic. It can be replaced with a determination by the parking brake operation effect reducing unit 720 as to whether or not the acquisition unit 710 is executing a learning command. Also, the processing described below in the other steps of FIG. 4 is processed for each predetermined one cycle.

(Step S420)
The parking brake operation effect reduction unit 720 is configured such that the valve opening operation characteristic acquisition unit 710 is before the sweep processing of the command current value 220 (typically before T (P1s) or between T (P1e) and T (P2s). ) Or not. If the valve opening operation characteristic acquisition unit 710 is before the start of one sweep process of the command current value 220 (typically before the period P1s), the process proceeds to step S430.

  If valve opening operation characteristic acquisition section 710 is not before the start of one sweep process of instruction current value 220 (typically before period P1s), the process proceeds to step S480. This case corresponds to the case where the valve opening operation characteristic acquisition unit 710 is performing one sweep process of the command current value 220 (between the period P1s and the period P1e).

(Step S430)
The parking brake operation effect reducing unit 720 determines whether the parking brake is in an operating state or a non-operating state based on the input of the PKB operating state detected by the parking brake on / off detecting unit 730. When the parking brake is in an operating state, the process proceeds to step S440. On the other hand, when the parking brake is in an inoperative state, the process proceeds to step s470.

(Step S440)
The parking brake operation effect reducing unit 720 sets a valve opening determination boost threshold for turning on the parking brake to the valve opening operation characteristic acquisition unit 710. The parking brake ON boosting threshold value for parking brake on may be measured before the vehicle is shipped or the like and stored in advance by the parking brake operation effect reducing unit 720. In addition, the valve opening determination boost threshold for parking brake on is obtained by simulation or the like from the hydraulic system pipe thickness, pipe length, cylinder push-in amount, etc. when the hydraulic brake unit 20 is designed, etc. The reduction unit 720 may store in advance.

(Step S450)
The parking brake operation effect reducing unit 720 turns off the learning cancel flag. Whether the learning cancellation flag is in a state where the parking brake operation influence reducing unit 720 permits the valve opening operation characteristic acquisition unit 710 to perform learning processing in a later process or does not permit learning processing. It becomes the flag which shows. The flag processing in step S450 may be understood as the initial setting of the learning cancel flag.

(Step S460)
The parking brake operation effect reducing unit 720 stores whether the current parking brake is in an operating state or a non-operating state. By this process, it becomes possible to detect whether or not the parking brake operating state has changed by comparing the stored operating state with the PKB state in the process after step S460.

(Step S470)
The parking brake operation influence reducing unit 720 sets a valve opening determination boost threshold for parking brake off to the valve opening operation characteristic acquisition unit 710. The valve opening determination boosting threshold value for parking brake off may be measured before the vehicle is shipped or the like and stored in advance by the parking brake operation effect reducing unit 720. The valve opening determination boosting threshold for parking brake off is obtained by simulation or the like from the hydraulic system pipe thickness and pipe length at the time of designing the hydraulic brake unit 20, etc. It may be stored in advance. Note that the valve opening determination boost threshold for parking brake off is set to a threshold larger than the valve opening determination boost threshold for parking brake on by the amount corresponding to the PKB cylinder pressing.

(Step S480)
The parking brake operation effect reducing unit 720 receives an input of the parking brake operation state detected by the parking brake on / off detection unit 730. In addition, the parking brake operation influence reducing unit 720 compares the latest parking brake operation state stored with the parking brake operation state input from the parking brake on / off detection unit 730, and from the previously stored state in the PKB state. Determine whether there has been a change.

  If there is a change in the PKB state from the previously stored state, the process proceeds to step S490. On the other hand, if the PKB state has not been changed from the previously stored state, the process proceeds to step S4f0. Since the flow process shown in FIG. 4 is a program process that is repeated at a predetermined cycle, the PKB state stored all times is the storage state in step S460 or step S4a0.

(Step S490)
The parking brake operation effect reducing unit 720 turns on the learning cancel flag. It should be noted that the learning cancel flag is in a state in which the parking brake operation effect reducing unit 720 permits the valve opening operation characteristic acquisition unit 710 to perform the learning process in a subsequent process of step S490 including a later cycle. Is a flag indicating whether or not the state is not permitted.

(Step S4a0)
The parking brake operation effect reducing unit 720 stores whether the current parking brake is in an operating state or a non-operating state. By this process, it becomes possible to detect whether or not the parking brake operating state has changed by comparing the stored operating state with the PKB state in the process after step S4a0.

(Step S4b0)
The parking brake operation effect reduction unit 720 causes the valve opening operation characteristic acquisition unit 710 to sweep the command current value 220 to the pressure-increasing linear control valve 66 from the period P1s, so that the value of the control pressure sensor 73 becomes the target hydraulic pressure P2. Determine whether it has been reached. When the value of the control pressure sensor 73 reaches the P2 pressure, the process proceeds to step S4c0. If the value of the control pressure sensor 73 does not reach the P2 pressure, the process proceeds to step S4h0.

  When the valve opening operation characteristic acquisition unit 710 sweeps the command current value 240 to the pressure-increasing linear control valve 66 from the period P2s, the value of the control pressure sensor 73 is the target value. It is determined whether or not the hydraulic pressure P3 has been reached. In other words, in this step S4b0, the parking brake operation effect reducing unit 720 is configured such that the valve opening operation characteristic acquisition unit 710 provides the differential pressure, typically the differential pressure (P2-P1) or the differential pressure provided for the current operation characteristic acquisition. It is determined whether or not the downstream hydraulic pressure has increased by (P3-P2).

(Step S4c0)
The parking brake operation effect reducing unit 720 determines whether or not the learning cancel flag is off. If the learning cancel flag is off, the process proceeds to step S4d0. If the learning cancel flag is not off, the process proceeds to step S4e0. When the learning cancel flag is off, the parking brake operation influence reducing unit 720 gives the valve-opening operation characteristic acquisition unit 710 permission for the learning process.

  If there is a PKB operation between the end of the learning process and storage at the differential pressure and the arrival of the target pressure at the next differential pressure by the process at step S4c0, the next difference is determined. The learning value with pressure can be canceled.

(Step S4d0)
If there is a learning value temporarily stored in step S4g0, the valve opening operation characteristic acquisition unit 710 permanently stores the temporarily stored learning value. That is, the valve opening operation characteristic acquisition unit 710 stores the acquired valve opening operation current value and the differential pressure. Although it seems that the description of step S4d0 based on the flow shown in FIG. 4 and the time series of the temporary storage process in step S4g0 do not match, this flow is a program control that is repeatedly processed repeatedly. No problem.

(Step S4e0)
The parking brake operation influence reducing unit 720 instructs the valve opening operation characteristic acquisition unit 710 to stop the one sweep process of the instruction current value 220. As a result, the valve opening operation characteristic acquisition unit 710 cancels one sweep process of the command current value 220 and closes the command current value to the pressure-increasing linear control valve 66 with zero.

  Note that the valve opening operation characteristic acquisition unit 710 acquires valve opening operation current values at a plurality of differential pressures, so even if the current sweep is in progress, the stop process in step S4e0 is a large learning process as a whole. There is no impact.

(Step S4f0)
The parking brake operation effect reducing unit 720 determines whether or not the learning cancel flag is off. If the learning cancel flag is off, the process proceeds to step S4g0. If the learning cancel flag is not off, the process proceeds to step S4a0. When the learning cancel flag is off, the parking brake operation influence reducing unit 720 gives the valve-opening operation characteristic acquisition unit 710 permission for the learning process.

(Step S4g0)
The valve opening operating characteristic acquisition unit 710 acquires the valve opening operating current value of the pressure increasing linear control valve 66 using the valve opening determination boost threshold set by the parking brake operation influence reducing unit 720 in step S440 or step S470. To do. Further, when the valve opening operating characteristic acquisition unit 710 acquires the valve opening operating current value of the pressure-increasing linear control valve 66, the valve opening operating characteristic acquisition unit 710 temporarily stores the valve opening operating current value and the differential pressure.
In addition, since the process in this step S4g0 is a process for one cycle, it is not necessary to perform all the process for acquiring the valve opening operating current value in step S4g0 for a single cycle. One cycle for repeating this flow process is preferably as short as possible, such as 3 milliseconds, but may be about 21 milliseconds because of the relationship with the processing load.

(Step S4h0)
The valve opening operating characteristic acquisition unit 710 continues the one sweep process of the command current value 220 and acquires the valve opening operating current value of the pressure-increasing linear control valve 66.
When the brake unit 70 subsequently continues the learning process with another differential pressure and the parking brake is on, the brake unit 70 performs a corrected opening by subtracting an appropriate current value corresponding to the obtained valve opening operating current value. It can also be set as the learning process which calculates and acquires a valve operating current value. When the parking brake is on, the allowable volume of the brake fluid increases by the amount corresponding to the cylinder pushing of the parking brake. For this reason, the brake unit 70 described in the second embodiment may perform a learning process on a corrected valve opening operation current value obtained by subtracting the valve opening operation current value acquired by the current value corresponding to the increase in volume.

(Third embodiment)
When performing the learning process, the hydraulic brake unit 70 described in the third embodiment learns in a state where the ABS holding valve of the wheel on which the built-in caliper is mounted is closed. As a result, the pulsation of the hydraulic pressure accompanying the operation of the parking brake is not transmitted to the control pressure sensor 73 blocked by the ABS holding valve, so that appropriate learning can be performed regardless of whether or not the parking brake has changed.

  FIG. 5 is a flowchart for explaining processing of the brake ECU 70 according to the third embodiment. Then, operation | movement and a process of brake ECU70 concerning 3rd embodiment are demonstrated for every step shown in FIG. In the following description, description of the operation processing corresponding to the operation or processing already described above will be simplified or omitted in order to avoid duplication of description.

(Step S510)
The valve opening operating characteristic acquisition unit 710 determines whether or not there is an instruction to acquire the valve opening operating characteristic of the pressure-increasing linear control valve 66 or the valve opening operating characteristic of the pressure-reducing linear control valve 67. If there is an instruction to acquire the valve opening operation characteristic of the pressure-increasing linear control valve 66 or the valve opening operation characteristic of the pressure-decreasing linear control valve 67, the process proceeds to step S520. When there is no instruction to acquire the valve opening operation characteristic of the pressure-increasing linear control valve 66 and the valve opening operation characteristic of the pressure-reducing linear control valve 67, the flow process of FIG.

  In the following description, for convenience of explanation, it is assumed that there is an instruction to acquire the valve opening operation characteristic of the pressure-increasing linear control valve 66. The instruction to acquire the valve opening operation characteristic of the pressure-increasing linear control valve 66 may be instructed from the brake ECU 70, may be instructed from a control unit (for example, a hybrid ECU) higher than the brake ECU 70, and others. It may be based on an external instruction input.

  Each process shown in FIG. 5 is assumed to be a program control that is repeated with a cycle as short as possible, typically about 3 milliseconds. That is, the determination of the presence / absence of the instruction to acquire the valve opening operation characteristic described in step S510 is the determination processing for the first one cycle. In addition, since the learning process does not necessarily end in a single cycle, in the second and subsequent cycles, the determination as to whether or not there is an instruction for obtaining the valve opening operation characteristic described in step S510 is performed based on the valve opening operation characteristic. It can be replaced with a determination by the parking brake operation effect reducing unit 720 as to whether or not the acquisition unit 710 is continuing the learning command. Further, the processing described below in the other steps of FIG. 5 is also performed for each predetermined cycle.

(Step S520)
The parking brake operation influence reducing unit 720 closes the ABS holding valve of the corresponding wheel provided with a wheel cylinder that operates as a parking brake by energization control. When the parking brake is provided on the rear wheel side, the parking brake operation effect reducing unit 720 typically closes the ABS holding valves 53 and 54 corresponding to the wheel cylinders 23RR and 23RL on the rear wheel side. Become.

(Step S530)
The parking brake operation effect reducing unit 720 grants learning execution permission to the valve opening operation characteristic acquisition unit 710 after closing the ABS holding valve of the PKB target wheel. Thereby, the valve opening operation characteristic acquisition part 710 performs a learning process. Since the details of the learning process have already been described, the description is omitted here to avoid duplication of explanation.

  In addition, since the process in this step S530 is a process for one period, it is not necessary to perform all the processes for acquiring the valve opening operating current value in step S530 for a single period. One cycle of repeating this flow process is preferably as short as possible, such as 3 milliseconds, but may be, for example, about 21 milliseconds because of the relationship with the processing capacity and processing load of the brake ECU 70.

(Step S540)
The parking brake actuation effect reducing unit 720 determines whether or not the learning process by the valve opening actuation characteristic acquisition unit 710 has ended. When the learning process by the valve opening operation characteristic acquisition unit 710 is completed, the process proceeds to step S550. If the learning process by the valve opening operation characteristic acquisition unit 710 has not ended, the process returns to step S510.

  The end of the learning process typically ends the sweep process of the command current value 240 (for example, after T (P2e)), and the control hydraulic pressure increases by the target differential pressure (P3-P2) to become the target pressure P3. This is a state in which the process of acquiring the valve opening operating current value (for example, I2) for the differential pressure has been acquired for all the differential pressures.

(Step S550)
The parking brake operation effect reducing unit 720 corrects the valve opening operation current value acquired in step S530 by an amount corresponding to the oil amount rigidity associated with the closing of the ABS holding valves 53 and 54, and increases the valve opening operation current value. The corrected valve opening operating current value is calculated. The brake ECU 70 determines the control current value to the pressure-increasing linear control valve 66 based on the corrected valve opening operation current value when performing the braking control.

(Step S560)
The parking brake operation effect reducing unit 720 opens the ABS holding valves 53 and 54 that are closed in step S520.

  The brake ECU 70 in the third embodiment shuts off the parking brake operation effect by closing the ABS holding valve of the parking brake target wheel during learning by the valve opening operation characteristic acquisition unit 710. Further, when it is necessary to correct the oil amount rigidity fluctuation due to the closing of the ABS holding valve, the corrected valve opening operating current value is calculated. As a result, the hydraulic brake unit 20 can perform the learning process with reduced operation effect of the parking brake.

(Fourth embodiment)
In the hydraulic brake unit 20 (2) described in the fourth embodiment, during learning by the valve opening operation characteristic acquisition unit 710, the hydraulic brake unit 20 (2) is arranged between a wheel on which the built-in caliper is mounted and a wheel on which the built-in caliper is not mounted. The separation valve 60 that communicates / blocks is closed.

  Since the hydraulic brake unit 20 described in the fourth embodiment shuts off the hydraulic pressure pulsation associated with the parking brake operation by closing the separation valve 60, relatively accurate learning is performed regardless of whether the parking brake is operated. Operation processing is possible.

  FIG. 6 is a conceptual schematic view illustrating the configuration of a hydraulic brake unit 20 (2) according to the fourth embodiment. In the configuration of the hydraulic brake unit 20 (2) shown in FIG. 6, the same components as those in the hydraulic brake unit 20 shown in FIG. . Further, in the configuration of the hydraulic brake unit 20 (2) shown in FIG. 6, the components corresponding to those of the hydraulic brake unit 20 shown in FIG. Make it simple.

  In the hydraulic brake unit 20 (2), the individual flow paths 41 to 44 are branched from the main flow path 45, respectively, and the corresponding disc brake units 21RR (2), 21RL (2), 21FR (2), 21FL (2 ) Wheel cylinders 23RR (2), 23RL (2), 23FR (2), and 23FL (2). The individual flow paths 41 to 44 allow each wheel cylinder 23 (2) to communicate independently with the main flow path 45.

  In addition, ABS holding valves 51, 52, 53, and 54 (hereinafter, appropriately referred to as ABS holding valves 51 to 54) are provided in the middle of the individual flow paths 41, 42, 43, and 44, respectively. Each of the ABS holding valves 51 to 54 has a solenoid and a spring that are ON / OFF controlled, and both are normally open electromagnetic control valves that are opened when the solenoid is in a non-energized state.

  Each of the ABS holding valves 51 to 54 in the opened state can distribute the brake fluid in both directions. Typically, hydraulic pressure can be supplied by supplying brake fluid from the main flow path 45 to the wheel cylinder 23 (2). Conversely, the brake fluid can also flow from the wheel cylinder 23 (2) to the main flow path 45. When the solenoid is energized and the ABS holding valves 51 to 54 are closed, the flow of brake fluid in the individual flow paths 41 to 44 is cut off, and the supply of hydraulic pressure is typically cut off.

  Further, the wheel cylinder 23 (2) is connected to the pressure reducing channels 46, 47, 48 and 49 (hereinafter referred to as pressure reducing channels 46 to 49 as appropriate) connected to the individual channels 41 to 44, respectively. It is connected to a reservoir channel 55 that recirculates to the reservoir 34. In the middle of the pressure reducing channels 46, 47, 48 and 49, ABS pressure reducing valves 56, 57, 58 and 59 (hereinafter referred to as ABS pressure reducing valves 56 to 59 as appropriate) are provided.

  Each of the ABS pressure reducing valves 56 to 59 has a solenoid and a spring that are ON / OFF controlled, and is a normally closed electromagnetic control valve that is closed when the solenoid is in a non-energized state. . When the ABS pressure reducing valves 56 to 59 are closed, the flow of brake fluid in the pressure reducing flow paths 46 to 49 is blocked.

  When the solenoid is energized and the ABS pressure reducing valves 56 to 59 are opened, the flow of brake fluid in the pressure reducing flow paths 46 to 49 is permitted, and the brake fluid flows from the wheel cylinder 23 (2) to the pressure reducing flow. It returns to the reservoir 34 via the paths 46 to 49 and the reservoir channel 55. Thereby, typically, the hydraulic pressure of the wheel cylinder 23 (2) is reduced from the increased pressure state to the reduced pressure state. The reservoir channel 55 is connected to the reservoir 34 of the master cylinder unit 27 via a reservoir pipe 77.

  The main flow path 45 has a separation valve 60 in the middle (note that the separation valve is also referred to as a communication valve, but is referred to as a separation valve in the embodiment). By the separation valve 60, the main channel 45 is divided into a first channel 45 a connected to the individual channels 41 and 42 and a second channel 45 b connected to the individual channels 43 and 44. The first flow path 45a is connected to the rear wheel side wheel cylinders 23RR and 23RL via the individual flow paths 41 and 42, and the second flow path 45b is connected to the front wheel side wheel cylinder via the individual flow paths 43 and 44. Connected to 23FR and 23FL.

  That is, the separation valve 60 is an electromagnetic control valve having a function of communicating / blocking the front wheel side wheel cylinders 23FR and 23FL and the rear wheel side wheel cylinders 23RR and 23RL. Since the hydraulic brake unit 20 (2) according to the fifth embodiment is provided with a parking brake on the rear wheel, the front wheel side wheel cylinders 23FR and 23FL, and the rear wheel side The wheel cylinders 23RR and 23RL are shut off.

  The hydraulic brake unit 20 (2) includes a second control pressure sensor 673 that can detect the hydraulic pressure downstream of the pressure-increasing linear control valve 66 even when the separation valve 60 is closed. The second control pressure sensor 673 allows the hydraulic brake unit 20 (2) to perform a learning process by the valve opening operation characteristic acquisition unit 710 even when the separation valve 60 is closed.

  Further, in the hydraulic brake unit 20 (2), two wheel cylinders 23RR (2) and 23RL (2) on the right side in FIG. 6 are wheel cylinders on the rear side, and a parking brake is provided. Therefore, since the hydraulic pressure pulsation caused by the operation of the parking brake in the wheel cylinders 23RR (2) and 23RL (2) is blocked by the separation valve 60, the hydraulic brake unit 20 (2) It is possible to avoid the pulsation being superimposed on the hydraulic pressure detection value of the control pressure sensor 673.

  FIG. 7 is a flowchart for explaining the outline of the operation and processing of the hydraulic brake unit 20 (2) according to the fourth embodiment. Therefore, an outline of the operation and processing of the hydraulic brake unit 20 (2) will be described below for each step shown in FIG.

(Step S710)
The valve opening operating characteristic acquisition unit 710 determines whether or not there is an instruction to acquire the valve opening operating characteristic of the pressure-increasing linear control valve 66 or the valve opening operating characteristic of the pressure-reducing linear control valve 67. If there is an instruction to acquire the valve opening operation characteristic of the pressure-increasing linear control valve 66 or the valve opening operation characteristic of the pressure-reducing linear control valve 67, the process proceeds to step S720. If there is no instruction to acquire the valve opening operation characteristic of the pressure-increasing linear control valve 66 and the valve opening operation characteristic of the pressure-reducing linear control valve 67, the flow process of FIG.

  In the following description, for convenience of explanation, it is assumed that there is an instruction to acquire the valve opening operation characteristic of the pressure-increasing linear control valve 66. The instruction to acquire the valve opening operation characteristic of the pressure-increasing linear control valve 66 may be instructed from the brake ECU 70, may be instructed from a control unit (for example, a hybrid ECU) higher than the brake ECU 70, and others. It may be based on an external instruction input.

  Further, each process shown in FIG. 7 is assumed to be program control which is repeated with a cycle as short as possible, typically about 3 milliseconds. That is, the determination of the presence / absence of an instruction to acquire the valve opening operation characteristic described in step S710 is a determination process corresponding to the first one cycle. In addition, since the learning process does not necessarily end in a single cycle, in the second and subsequent cycles, the determination as to whether or not there is an instruction for obtaining the valve opening operation characteristic described in step S710 is performed based on the valve opening operation characteristic. It can be replaced with a determination by the parking brake operation effect reducing unit 720 as to whether or not the acquisition unit 710 is continuing the learning command. Further, the processing described below in the other steps of FIG. 7 is also performed for each predetermined cycle.

(Step S720)
The parking brake operation effect reducing unit 720 is closed as control that does not energize the separation valve 60. In the hydraulic brake unit 20 (2) in which the parking brake is provided on the rear wheel side, the parking brake operation effect reducing unit 720 is typically increased with the wheel cylinders 23RR (2) and 23RL (2) on the rear wheel side. The separation valve 60 is closed so that the linear pressure control valve 66 does not communicate with the pressure linear control valve 66.

(Step S730)
The parking brake operation effect reducing unit 720 grants learning execution permission to the valve opening operation characteristic acquisition unit 710 after closing the separation valve. Thereby, the valve opening operation characteristic acquisition part 710 performs a learning process. Since the details of the learning process have already been described, the description is omitted here to avoid duplication of explanation.

  When the separation valve 60 is closed, the hydraulic brake unit 20 (2) cannot detect the hydraulic pressure downstream of the pressure-increasing linear control valve 66 with the control pressure sensor 73. For this reason, the hydraulic brake unit 20 (2) is controlled by the second control pressure sensor 673 provided in an arbitrary hydraulic system between the separation valve 60 and the pressure-increasing linear control valve 66. The control oil pressure on the low pressure side is detected, and it is determined whether or not the hydraulic pressure has increased by the valve opening determination boost threshold.

  In addition, since the process in step S730 is a process for one cycle, it is not necessary to perform all acquisition processing of the valve opening operating current value in step S730 for a single cycle. One cycle of repeating this flow process is preferably as short as possible, such as 3 milliseconds, but may be, for example, about 21 milliseconds because of the relationship with the processing capacity and processing load of the brake ECU 70.

(Step S740)
The parking brake actuation effect reducing unit 720 determines whether or not the learning process by the valve opening actuation characteristic acquisition unit 710 has ended. When the learning process by the valve opening operation characteristic acquisition unit 710 is completed, the process proceeds to step S750. If the learning process by the valve opening operation characteristic acquisition unit 710 has not ended, the process returns to step S710.

  The end of the learning process typically ends the sweep process of the command current value 240 (for example, after T (P2e)), and the control hydraulic pressure increases by the target differential pressure (P3-P2) to become the target pressure P3. This is a state in which the process of acquiring the valve opening operating current value (for example, I2) for the differential pressure has been acquired for all the differential pressures.

(Step S750)
The parking brake operation effect reducing unit 720 corrects the valve opening operating current value acquired in step S730 by the amount corresponding to the oil amount rigidity associated with the closing of the separation valve 60, and increases the valve opening operating current value. Calculate the valve opening operating current value. The brake ECU 70 determines a control current value to the pressure-increasing linear control valve 66 based on the second corrected valve opening operation current value when performing braking control. The second corrected valve opening operating current value is corrected to increase by an amount corresponding to a larger oil amount rigidity than the corrected valve opening operating current value described in step S550 according to the third embodiment.

(Step S760)
The parking brake operation effect reducing unit 720 opens the separation valve 60 that is closed in step S720.

  The brake ECU 70 according to the fourth embodiment shuts off the operation effect of the parking brake by closing the separation valve 60 during learning by the valve opening operation characteristic acquisition unit 710. Further, when it is necessary to correct the oil amount rigidity fluctuation due to the closing of the separation valve 60, the second corrected valve opening operation current value obtained by this correction is calculated. As a result, the hydraulic brake unit 20 (2) capable of learning processing with reduced operation effect of the parking brake is obtained.

(Fifth embodiment)
The hydraulic brake unit 20 according to the fifth embodiment has a valve opening operation characteristic based on the PKB state detected by the parking brake on / off detection unit 730 when a linear control valve is used during normal brake control. The valve opening operating current value acquired in advance by the acquisition unit 710 is changed.

  In other words, if the parking brake is in an on state during deceleration braking from the time when the vehicle is running, a third correction is made by correcting the valve opening operating current value acquired in advance corresponding to the oil amount rigidity fluctuation associated with the operation of the parking brake. Based on the valve opening operating current value, the brake ECU 70 determines the control current of the pressure-increasing linear control valve 66.

  The third corrected valve opening operating current value is corrected by the valve opening operating characteristic acquisition unit 710 when acquiring the valve opening operating current value as described in the second embodiment, and the valve opening operating characteristic acquisition unit 710 is corrected. May store a third corrected valve opening operating current value. In addition, the third corrected valve opening operation current value may be corrected by the brake ECU 70 with respect to the valve opening operation current value stored in the valve opening operation characteristic acquisition unit 710 during deceleration braking from when the vehicle travels.

  Thereby, when the parking brake is operated, the brake ECU 70 uses the optimal third corrected valve opening operation current value instead of the valve opening operation current value acquired when the parking brake is not operated. When normal braking control using a linear control valve is performed (for example, during delicate control such as when the hydraulic pressure gradient is low when the vehicle is stopped), it is expected to have a sound suppression effect due to the suppression effect of overshoot / undershoot. it can.

  The hydraulic brake unit 20 according to the fifth embodiment will be described by taking as an example a case where a learning process is performed by the valve opening operation characteristic acquisition unit 710 when the parking brake is inactive.

  FIG. 8 is a flowchart for explaining the outline of the operation and processing of the hydraulic brake unit 20 according to the fifth embodiment. Therefore, an outline of the operation and processing of the hydraulic brake unit 20 will be described below for each step shown in FIG.

(Step S810)
The brake ECU 70 determines whether or not normal brake control using the linear control valve is being performed. For example, the brake ECU 70 determines whether or not a fine depression by the vehicle driver from the brake pedal 24 is detected while the vehicle is stopped (this is a scene that can occur during creep travel in a traffic jam). If the brake control using the linear control valve is being performed, the process proceeds to step S820. On the other hand, if the brake control is not in progress, the system stands by in step S810.

(Step S820)
The brake ECU 70 determines whether or not the parking brake is inactive (off) based on detection by the parking brake on / off detection unit 730. If the parking brake is inactive (off), the process proceeds to step S830. If the parking brake is not inactive (off), the process proceeds to step S850.

(Step S830)
The brake ECU 70 sets a normal learning value. The normal learning value is a valve opening operation current value acquired by the valve opening operation characteristic acquisition unit 710 when the parking brake is inactive. In other words, the parking brake operation influence reducing unit 720 uses the valve opening operation current value acquired by the valve opening operation characteristic acquisition unit 710 when the parking brake is not operated as a reference current value for opening the linear control valve. Set in the brake ECU 70.

(Step S840)
The brake ECU 70 calculates a control current value of the linear control valve necessary for normal brake control. When the brake ECU 70 calculates the control current value of the linear control valve necessary for normal brake control, the valve opening operating current value set in step S830 or the third corrected valve opening operating current value set in step S840 is used. The standard.

  That is, when the parking brake is not operated in step S820, the brake ECU 70 uses the valve opening operating current value set in step S830 as a reference, for example, a target for generating the valve opening operating current value and the required braking force. Add the valve opening current value corresponding to the hydraulic pressure.

  In addition, when the parking brake is in an operating state in step S820, the brake ECU 70 uses the third corrected valve opening operating current value set in step S850 as a reference, for example, the third corrected valve opening operating current value and the required control. The valve opening current value corresponding to the target hydraulic pressure for generating power is added.

  It should be noted that the correction coefficient, correction value, etc. when correcting the valve opening operating current value to the third corrected valve opening operating current value are measured in advance because the brake structure is determined for each vehicle type, grade, etc. It may be obtained in advance by simulation or the like.

(Step S850)
The brake ECU 70 sets a correction coefficient for the learning value for operating the parking brake. That is, the parking brake operation influence reducing unit 720 responds to the change in the oil amount rigidity accompanying the operation of the parking brake with respect to the valve opening operation current value acquired by the valve opening operation characteristic acquisition unit 710 when the parking brake is not operated. The third corrected valve opening operating current value that is increased and corrected by the amount is set in the brake ECU 70 as a reference current value for opening the linear control valve. When the parking brake is operating, the liquid volume increases by the cylinder capacity that accompanies the operation, so that detection of pressure increase on the downstream side tends to be delayed, and the reference current value for opening the valve becomes relatively large.

  The flow shown in FIG. 8 is preferably repeated at a short cycle during normal brake control by the brake ECU 70. As a result, even when the parking brake operation is switched during normal brake control, the hydraulic brake unit 20 can quickly and accurately control the opening and closing of the linear control valve.

(Sixth embodiment)
The operation and processing of the hydraulic brake unit 20 described in the sixth embodiment are just the reverse versions of the operation and processing of the hydraulic brake unit 20 described in the first embodiment.

  That is, in the operation and processing of the hydraulic brake unit 20 described in the sixth embodiment, the valve opening operation characteristic acquisition unit 710 learns the valve opening operation current value when the parking brake is operating. .

  Further, when the brake ECU 70 performs brake control, the valve opening operating current value when the parking brake is operated is used as a reference, and the acquired valve opening operating current value is used when the parking brake is not operated. The fourth valve opening operating current value corrected for reduction may be calculated and used as a reference.

  FIG. 9 is a flowchart for explaining the outline of the operation and processing of the hydraulic brake unit 20 described in the sixth embodiment. The operation and processing of the hydraulic brake unit 20 described in the sixth embodiment will be described for each step shown in FIG. Note that portions common to the operations and processes described in the first embodiment will be described briefly to avoid duplication of description.

(Step S910)
The valve opening operating characteristic acquisition unit 710 determines whether or not there is an instruction to acquire the valve opening operating characteristic of the pressure-increasing linear control valve 66 or the valve opening operating characteristic of the pressure-reducing linear control valve 67. If there is an instruction to acquire the valve opening operation characteristic of the pressure-increasing linear control valve 66 or the valve opening operation characteristic of the pressure-reducing linear control valve 67, the process proceeds to step S920. When there is no instruction to acquire the valve opening operation characteristic of the pressure-increasing linear control valve 66 and the valve opening operation characteristic of the pressure-reducing linear control valve 67, the flow process of FIG.

  In the following description, for convenience of explanation, it is assumed that there is an instruction to acquire the valve opening operation characteristic of the pressure-increasing linear control valve 66. The instruction to acquire the valve opening operation characteristic of the pressure-increasing linear control valve 66 may be instructed from the brake ECU 70, may be instructed from a control unit (for example, a hybrid ECU) higher than the brake ECU 70, and others. It may be based on an external instruction input.

  Further, each process shown in FIG. 9 is assumed to be program control which is repeated with a cycle as short as possible, typically about 3 milliseconds. That is, the determination of the presence / absence of an instruction to acquire the valve opening operation characteristic described in step S910 is a determination process corresponding to the first one cycle. In addition, since the learning process does not necessarily end in a single cycle, in the second and subsequent cycles, the determination as to whether or not there is an instruction to acquire the valve opening operation characteristic described in step S910 is performed as the valve opening operation characteristic. It can be replaced with a determination by the parking brake operation effect reducing unit 720 as to whether or not the acquisition unit 710 is executing a learning command. Further, the processing described below in the other steps of FIG. 9 is also performed for each predetermined cycle.

(Step S920)
The parking brake on / off detection unit 730 detects whether or not the parking brake is in an operating state based on an operation input from the parking switch 740 or the like. Further, the parking brake on / off detection unit 730 gives the detected PKB operating state to the parking brake operation influence reducing unit 720.

  If the parking brake state detected by the parking brake on / off detection unit 730 is the operating state (on), the process proceeds to step S930. If the parking brake state detected by the parking brake on / off detection unit 730 is not in the activated state, the process proceeds to step S960.

(Step S930)
The parking brake operation influence reducing unit 720 gives a permission instruction for a control process for acquiring the valve opening operation characteristic of the pressure-increasing linear control valve 66 to the valve opening operation characteristic acquisition unit 710. Further, the valve opening operation characteristic acquisition unit 710 acquires the valve opening operation characteristic of the pressure-increasing linear control valve 66 based on the permission instruction from the parking brake operation influence reducing unit 720. That is, the valve opening operation characteristic acquisition unit 710 executes the learning process based on the permission from the parking brake operation influence reducing unit 720 when the parking brake is operating (ON).

(Step S940)
The parking brake actuation effect reducing unit 720 determines whether or not the learning process by the valve opening actuation characteristic acquisition unit 710 has ended. When the learning process by the valve opening operation characteristic acquisition unit 710 is completed, the process proceeds to step S950. If the learning process by the valve opening operation characteristic acquisition unit 710 has not ended, the process returns to step S910.

The end of the learning process typically ends the sweep process of the command current value 240 (for example, after T (P2e)), and the control hydraulic pressure increases by the target differential pressure (P3-P2) to become the target pressure P3. This is a state in which the process of acquiring the valve opening operating current value (for example, I2) for the differential pressure has been acquired for all the predetermined differential pressures.
However, since it is preferable that the flow shown in FIG. 9 is repeatedly processed in a short cycle, the parking brake operation effect reducing unit 720 determines the difference every time the valve opening operation current value is acquired for any single differential pressure. It may be determined that the learning with pressure has ended.

(Step S950)
The parking brake operation influence reducing unit 720 uses the valve opening operation current value acquired by the valve opening operation characteristic acquisition unit 710 when the parking brake is operated as a PKB on-time reference for opening the pressure-increasing linear control valve 66 to the brake ECU 70. Set as current.

  Further, the parking brake operation influence reducing unit 720 is a fourth corrected valve opening operation current obtained by reducing and correcting the PKB cylinder pushing amount corresponding to the valve opening operation current value acquired by the valve opening operation characteristic acquisition unit 710 when the parking brake is operated. The value is set as a PKB off-time reference current for opening the pressure-increasing linear control valve 66 to the brake ECU 70.

(Step S960)
The parking brake operation effect reducing unit 720 instructs the valve opening operation characteristic acquisition unit 710 to stop acquiring the valve opening operation characteristic of the pressure-increasing linear control valve 66. In other words, the valve opening operation characteristic acquisition unit 710 stops the acquisition of the valve opening operation characteristic of the pressure-increasing linear control valve 66 based on an instruction from the parking brake operation influence reduction unit 720.

  Typically, the valve opening operation characteristic acquisition unit 710 closes the linear control valve by setting the command current value 220 or 240 that is increased by sweeping to zero.

  The valve opening operating characteristic acquisition unit 710 acquires the valve opening operating characteristic of the pressure-increasing linear control valve 66 based on the permission from the parking brake operation influence reducing unit 720 at any period after step S960. In the case of restarting, the current may be applied continuously from the current value 220 or 240 immediately before the stop, or each sweep of the command current value 220 or 240 is started from the beginning to increase the current. Also good.

(Step S970)
The parking brake operation effect reducing unit 720 performs a calculation process of adding a time during which the valve opening operation characteristic acquisition unit 710 stops the process of acquiring the valve opening operation characteristic of the pressure-increasing linear control valve 66. The parking brake operation effect reducing unit 720 may typically add a time corresponding to one cycle (for example, 3 milliseconds) every time this step S970 is performed in the flow processing cycle.

  The addition process of the stop time by the parking brake operation effect reducing unit 720 is continued until it is detected that the parking brake state is the operating state (on) in step S920 in any one of the subsequent cycles. Become. It is assumed that the addition time by the parking brake operation effect reducing unit 720 is reset by the end of this flow.

(Step S980)
The parking brake operation effect reducing unit 720 determines whether or not the added stop time is longer than a predetermined threshold time set in advance. If the added stop time is longer than a predetermined threshold time set in advance, the process proceeds to step S990. If the added stop time is not longer than a preset threshold time, the process returns to step S910.

(Step S990)
The parking brake operation effect reducing unit 720 gives an instruction to cancel the learning instruction to the valve opening operation characteristic acquisition unit 710. Thereby, even if the learning process by the valve opening operation characteristic acquisition unit 710 is halfway and all predetermined learning is not completed, the valve opening operation characteristic acquisition unit 710 learns that there is no learning instruction. Cancel processing forcibly.

  Since the learning process is forcibly canceled because there is no learning instruction, the valve-opening operation characteristic acquisition unit 710 has already acquired the differential pressure and the valve-opening operation current in the entire period from the learning instruction in step S910 to step S990. Even if there is a relationship with the value, it is not stored.

  The brake ECU 70 according to the sixth embodiment determines that the parking brake is on as a learning start condition, and stops or cancels learning when it is turned off during learning start. That is, in the sixth embodiment, when the parking brake is switched on and off during learning, typically, control is performed to cancel learning.

  The cycle of repeating the flow of FIG. 9 in the sixth embodiment may be, for example, every time the valve opening operating current value is acquired, that is, the instruction current value for acquiring the instruction current value I1 as the valve opening operating current value. A period from the sweep start time T (P1s) of 220 to the sweep start time T (P2s) of the command current value 240 for reading the command current value I2 as the valve opening operation current value may be set as one cycle.

  However, in the sense that the on / off variation of the parking brake is monitored in the shortest possible cycle and reflected in the learning process even during the sweep of the command current value 220, one cycle is typically 3 milliseconds and the process control is allowed. It is preferable that the period be as short as possible within the range. In other words, it is preferable to set the processing flow of FIG. 9 as a cycle in which the processing flow of FIG. 9 can be repeatedly processed as much as possible during one sweep of the indicated current value 220 (between the period P1s and the period P1e).

  In the sixth embodiment, even if there is a PKB state change such as an unexpected release of the parking brake depression at any time during the learning by the above process, the PKB state change by the parking brake on / off detection unit 730 is also performed. Even when there is a delay in detection, the hydraulic brake unit 20 can respond quickly.

  The configuration of the hydraulic brake units 20 and 20 (2) in each of the above-described embodiments is not limited to the description in each embodiment, and the configuration can be appropriately changed and used within a self-evident range. Further, the control and operation processing of the hydraulic brake units 20 and 20 (2) described in each embodiment are not limited to the description in each embodiment, and the control and operation processing are appropriately performed within a self-evident range. And can be used by changing.

  Hydraulic brake unit ... 20, brake pedal ... 24, hydraulic power source ... 30, accumulator ... 35, pump ... 36, motor ... 36a, regulator cut valve ... 65, pressure increasing linear control valve ... 66, brake ECU 70, accumulator pressure sensor 72, control pressure sensor 73, second control pressure sensor 673.

Claims (10)

In a hydraulic brake unit that opens and closes a linear control valve that is energized and controlled by the brake ECU to control the hydraulic pressure of the wheel cylinder,
The brake ECU
When acquiring the valve opening operation characteristic with respect to the energization amount of the linear control valve, the presence or absence of the operation of a parking brake communicating with the linear control valve is detected,
If the parking brake is in an activated state, the valve opening operation characteristic is acquired by a first valve opening determination boosting threshold value for determining whether or not the valve is opened;
If the parking brake is not in an activated state, the valve opening operation characteristic is acquired by a second valve opening determination boosting threshold value that is larger than the first valve opening determination boosting threshold value ,
When acquiring the valve opening operation characteristic with respect to the energization amount of the linear control valve, a control process is performed to reduce an influence on the valve opening operation characteristic due to an operation of a parking brake communicating with the linear control valve. Hydraulic brake unit. In a hydraulic brake unit that opens and closes a linear control valve that is energized and controlled by the brake ECU to control the hydraulic pressure of the wheel cylinder,
The brake ECU closes an ABS holding valve corresponding to a parking brake that communicates with the linear control valve when acquiring the valve opening operation characteristic with respect to the energization amount of the linear control valve. In a hydraulic brake unit that opens and closes a linear control valve that is energized and controlled by the brake ECU to control the hydraulic pressure of the wheel cylinder,
When the brake ECU acquires a valve opening operation characteristic with respect to an energization amount of the linear control valve, a wheel cylinder corresponding to a parking brake communicating with the linear control valve, and a wheel cylinder not corresponding to the parking brake Hydraulic brake unit characterized by shutting off the separation valve between them. In a hydraulic brake unit that opens and closes a linear control valve that is energized and controlled by the brake ECU to control the hydraulic pressure of the wheel cylinder,
The brake ECU detects whether or not the parking brake communicating with the linear control valve is operated when performing braking control using the acquired valve opening operating current of the linear control valve,
If the parking brake is in an operating state, a corrected valve opening operating current obtained by performing a current reduction correction corresponding to the fluid rigidity change accompanying the operation of the parking brake is used for the acquired valve opening operating current.
If the parking brake is not in an activated state, the acquired valve opening operating current is used. In a control method of a hydraulic brake unit in which a linear control valve energized and controlled by a brake ECU is opened and closed to control the hydraulic pressure of a wheel cylinder,
The brake ECU
A PKB operation confirmation step of detecting an operation state of a parking brake communicating with the linear control valve when acquiring a valve opening operation characteristic with respect to an energization amount of the linear control valve;
In the PKB operation confirmation step, if the parking brake is in an operating state, a step of stopping the operation for acquiring the valve opening operation characteristic;
A control processing step of reducing the influence on the valve opening operation characteristic by the operation of a parking brake communicating with the linear control valve when acquiring the valve opening operation characteristic with respect to the energization amount of the linear control valve;
A control method for a hydraulic brake unit, comprising: In a control method of a hydraulic brake unit in which a linear control valve energized and controlled by a brake ECU is opened and closed to control the hydraulic pressure of a wheel cylinder,
The brake ECU
A PKB operation confirmation step of detecting whether or not a parking brake communicating with the linear control valve is activated when acquiring a valve opening operation characteristic with respect to an energization amount of the linear control valve;
If the parking brake is in an operating state in the PKB operation confirmation step, obtaining the valve opening operation characteristic by a first valve opening determination boost threshold;
If the parking brake is not in operation in the PKB operation confirmation step, obtaining the valve opening operation characteristic with a second valve opening determination boosting threshold value greater than the first valve opening determination boosting threshold value;
A control processing step of reducing the influence on the valve opening operation characteristic by the operation of a parking brake communicating with the linear control valve when acquiring the valve opening operation characteristic with respect to the energization amount of the linear control valve;
A control method for a hydraulic brake unit, comprising: In a control method of a hydraulic brake unit in which a linear control valve energized and controlled by a brake ECU is opened and closed to control the hydraulic pressure of a wheel cylinder,
The brake ECU has an ABS holding valve closing step of closing an ABS holding valve corresponding to a parking brake communicating with the linear control valve when acquiring the valve opening operation characteristic with respect to the energization amount of the linear control valve. A control method for a hydraulic brake unit. In a control method of a hydraulic brake unit in which a linear control valve energized and controlled by a brake ECU is opened and closed to control the hydraulic pressure of a wheel cylinder,
When the brake ECU acquires a valve opening operation characteristic with respect to an energization amount of the linear control valve, a wheel cylinder corresponding to a parking brake communicating with the linear control valve, and a wheel cylinder not corresponding to the parking brake A control method for a hydraulic brake unit, comprising: a separation valve shut-off step for shutting off a separation valve therebetween. The brake ECU, when performing braking control using the obtained valve opening operating current of the linear control valve, a PKB operation confirmation step of detecting whether a parking brake communicating with the linear control valve is operated;
When the parking brake is in an operating state in the PKB operation confirmation step, a corrected valve opening operation in which the obtained valve opening operation current is corrected to reduce the current corresponding to the hydraulic rigidity variation associated with the operation of the parking brake. Using a current,
The method for controlling a hydraulic brake unit according to claim 5, further comprising: using the acquired valve opening operating current when the parking brake is not in an operating state in the PKB operation confirming step.   The program for making the said brake ECU perform the control method of the hydraulic brake unit as described in any one of Claim 5 thru | or 9.

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