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WO2021106898A1 - Dispositif de commande de freinage pour véhicule - Google Patents

Dispositif de commande de freinage pour véhicule Download PDF

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Publication number
WO2021106898A1
WO2021106898A1 PCT/JP2020/043727 JP2020043727W WO2021106898A1 WO 2021106898 A1 WO2021106898 A1 WO 2021106898A1 JP 2020043727 W JP2020043727 W JP 2020043727W WO 2021106898 A1 WO2021106898 A1 WO 2021106898A1
Authority
WO
WIPO (PCT)
Prior art keywords
braking
pressure
regulating valve
electric motor
hydraulic pressure
Prior art date
Application number
PCT/JP2020/043727
Other languages
English (en)
Japanese (ja)
Inventor
和哉 森下
大二郎 内田
Original Assignee
株式会社アドヴィックス
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by 株式会社アドヴィックス filed Critical 株式会社アドヴィックス
Publication of WO2021106898A1 publication Critical patent/WO2021106898A1/fr

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
    • B60T13/12—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release the fluid being liquid
    • B60T13/16—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release the fluid being liquid using pumps directly, i.e. without interposition of accumulators or reservoirs
    • B60T13/20—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release the fluid being liquid using pumps directly, i.e. without interposition of accumulators or reservoirs with control of pump driving means
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
    • B60T13/66—Electrical control in fluid-pressure brake systems
    • B60T13/68—Electrical control in fluid-pressure brake systems by electrically-controlled valves
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T7/00—Brake-action initiating means
    • B60T7/12—Brake-action initiating means for automatic initiation; for initiation not subject to will of driver or passenger
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/17—Using electrical or electronic regulation means to control braking

Definitions

  • This disclosure relates to a vehicle braking control device.
  • the applicant provides a vehicle braking control device capable of suppressing a decrease in controllability of vehicle body deceleration when the drive speed of an electric motor is reduced.
  • the control device 100 which is a braking control device, is a motor that controls a valve control unit 103 that controls a differential pressure adjusting valve 62 and a holding valve 64, and an electric motor 67 that is a power source of the pump 68.
  • the valve control unit 103 includes a control unit 102.
  • the valve control unit 103 makes the opening degree of the holding valve 64 smaller than that before the specified condition is satisfied.
  • the valve opening change control is executed.
  • the motor control unit 102 keeps the opening degree of the holding valve 64 smaller than that before the specified condition is satisfied by the valve opening change control during the automatic braking process.
  • a speed change control that changes the drive speed of the electric motor 67 from the first drive speed to the second drive speed.
  • Patent Document 1 regarding the processing routine during the execution of the automatic braking process, it is a condition that both "the target vehicle body deceleration DVSTh is received and the braking operation is not performed" are satisfied. However, if a braking operation is detected during the execution of the processing routine, the processing routine is terminated. " In such a braking control device, it is desired that the automatic braking control process can be continued even when the braking operation is performed.
  • An object of the present invention is to provide a vehicle braking control device capable of continuing the automatic braking control process when the driver operates the braking operation member.
  • the vehicle braking control device automatically increases the braking hydraulic pressure (Pw), which is the hydraulic pressure of the wheel cylinder (CW) of the vehicle, when the vehicle braking operation member (BP) is not operated.
  • Pw braking hydraulic pressure
  • a pressure regulating valve (UA) that adjusts the differential pressure (Sa) between (Pm) and the braking fluid pressure (Pw), and a "master cylinder (CM) and the pressure regulating valve (the master cylinder (CM)” driven by an electric motor (MT).
  • the braking fluid (BF) is sucked from the connecting path (HS) between the UA), and the braking fluid (BF) is applied to the connecting path (HS) between the pressure regulating valve (UA) and the wheel cylinder (CW).
  • the "discharging fluid pump (HP)” and “the pressure regulating valve (UA) and the electric motor (MT) are controlled to close the pressure regulating valve (UA) and drive the electric motor (MT).
  • a controller (ECU) that holds the braking fluid pressure (Pw) by stopping the wheel. Then, when the braking operation member (BP) is operated, the controller (ECU) opens the pressure regulating valve (UA) and starts driving the electric motor (MT).
  • the pressure regulating valve (UA) is a normally open type, and the controller (ECU) is supplied to the pressure regulating valve (UA) when it is determined that the braking operation member (BP) has been operated.
  • the energization amount (Ia) is reduced by a predetermined energization amount (ip).
  • the automatic braking control is continued, and in the automatic braking control, the operation of the driver's braking operation member BP is the automatic braking control. It is reflected in. Therefore, the deceleration of the vehicle is appropriately performed.
  • the two pressure chambers (also referred to as "hydraulic chambers") of the tandem type master cylinder CM
  • the one connected to the first braking system BK1 is the first hydraulic chamber Rm1 and is connected to the second braking system BK2. What is done is the second hydraulic chamber Rm2.
  • the subscripts "1" and “2" may be omitted.
  • the symbols represent generic names.
  • “Rm” represents a hydraulic chamber.
  • the connection path HS the side closer to the master cylinder CM (or the side far from the wheel cylinder CW) is called the “upper part”, and the side closer to the wheel cylinder CW is called the "lower part".
  • the braking control device SC in the two fluid paths (first and second braking systems BK1, BK2), in the first braking system BK1, the first hydraulic chamber Rm1 is the wheel cylinders of the right front wheel and the left rear wheel ("" It is connected to the first wheel cylinder CW1). Further, in the second braking system BK2, the second hydraulic chamber Rm2 is connected to the wheel cylinders of the left front wheel and the right rear wheel (referred to as “second wheel cylinder CW2"). That is, as the two fluid paths, a diagonal type (also referred to as "X type”) is adopted.
  • the "fluid path” is a path for moving the braking liquid BF, which is a working liquid, and corresponds to a braking pipe, a flow path of the fluid unit HU, a hose, and the like.
  • the vehicle equipped with the braking control device SC is provided with a braking operation member BP, a rotating member KT, a wheel cylinder CW, a master reservoir RV, a master cylinder CM, a braking operation amount sensor BA, a deceleration sensor GX, and a wheel speed sensor VW. Be done.
  • the braking operation member (for example, the brake pedal) BP is a member operated by the driver to decelerate the vehicle.
  • the braking operation member BP By operating the braking operation member BP, the braking torque Tq of the wheel WH is adjusted, and a braking force is generated on the wheel WH.
  • a rotating member for example, a brake disc
  • the brake caliper is arranged so as to sandwich the rotating member KT.
  • the brake caliper is provided with a wheel cylinder CW.
  • the friction member for example, the brake pad
  • the rotating member KT Be pressed. Since the rotating member KT and the wheel WH are fixed so as to rotate integrally, a braking torque Tq is generated in the wheel WH by the frictional force generated at this time. Then, a braking force (friction braking force) is generated on the wheel WH by the braking torque Tq.
  • the master reservoir (also called “atmospheric pressure reservoir”) RV is a tank for the working liquid, and the braking liquid BF is stored inside the tank.
  • the piston PG in the master cylinder CM is mechanically connected to the braking operation member BP via a brake rod or the like.
  • the first and second hydraulic chambers Rm1 and Rm2 also referred to as “master cylinder chamber” of the master cylinder CM and the master reservoir RV are in a communicating state.
  • the braking fluid BF is insufficient in the first and second braking systems BK1 and BK2
  • the braking fluid BF is replenished from the master reservoir RV to the hydraulic pressure chamber Rm.
  • the first hydraulic chamber Rm1 of the tandem type master cylinder CM and the first wheel cylinder CW1 are connected by the first connection path HS1. Further, the second hydraulic chamber Rm2 and the second wheel cylinder CW2 are connected by a second connection path HS2.
  • the first and second connection paths HS1 and HS2 are fluid paths that connect the master cylinder CM (particularly, the hydraulic chambers Rm1 and Rm2) and the first and second wheel cylinders CW1 and CW2.
  • the first and second connection paths HS1 and HS2 are branched into two at the branch portions Bb1 and Bb2, and are connected to the first and second wheel cylinders CW1 and CW2.
  • the operation amount sensor BA is a general term for the master cylinder hydraulic pressure sensor PM, the operation displacement sensor SP, and the operation force sensor FP
  • the braking operation amount Ba is the master cylinder hydraulic pressure Pm, the operation displacement Sp, and the operation. It is a general term for force Fp.
  • the actual deceleration Gx of the vehicle is detected by the deceleration sensor GX (not shown).
  • the wheel speed sensor VW detects the wheel speed Vw, which is the rotation speed of each wheel WH.
  • the signal of the wheel speed Vw is adopted for anti-lock brake control or the like that suppresses the locking tendency of the wheel WH.
  • Each wheel speed Vw detected by the wheel speed sensor VW is input to the controller ECU.
  • the vehicle body speed Vx is calculated based on the wheel speed Vw.
  • the vehicle is provided with a driving support system to automatically stop the vehicle on behalf of or assisting the driver via the braking control device SC.
  • the control is referred to as "automatic braking control”.
  • the driving support system includes a distance sensor OB and a driving support controller ECJ.
  • the distance sensor OB detects the distance (relative distance) Ob between an object (other vehicle, fixed object, person, bicycle, stop line, sign, signal, etc.) existing in front of the own vehicle and the own vehicle.
  • an image sensor, a radar sensor, an ultrasonic sensor, or the like is adopted as the distance sensor OB.
  • the information of the GPS (Global Positioning System) mounted on the vehicle may be referred to the map information, and the relative distance Ob may be calculated.
  • the relative distance Ob is input to the driving support controller ECJ.
  • the driving support controller ECJ calculates the required deceleration Gs for automatically stopping the vehicle based on the relative distance Ob.
  • the required deceleration Gs is a target value for vehicle deceleration for executing automatic braking control. Further, since the vehicle mass and the specifications of the braking device (pressure receiving area of the wheel cylinder CW, effective braking radius, friction coefficient of the friction material, etc.) are known, the required deceleration Gs is the braking hydraulic pressure Pw (wheel cylinder fluid). It may be converted into a dimension (physical quantity) of pressure) and determined as the required hydraulic pressure Ps (target value of the hydraulic pressure of the wheel cylinder CW).
  • the required deceleration Gs may be converted into the dimension of the braking torque Tq applied to the wheel WH or the braking force generated by the wheel WH and calculated.
  • the state quantity (state variable) related to the required deceleration Gs is called “required deceleration equivalent value Fs".
  • the required deceleration equivalent value Fs (also simply referred to as “equivalent value”) is determined by at least one dimension of the vehicle deceleration, braking torque, braking force, and braking fluid pressure. ..
  • the equivalent value Fs is transmitted to the braking controller ECU of the braking control device SC via the communication bus BS.
  • the braking control device SC is composed of a fluid unit HU and a braking controller ECU (simply also referred to as a “controller”).
  • the fluid unit HU is provided in the first and second connection paths HS1 and HS2. That is, the first and second hydraulic chambers Rm1 and Rm2 are connected to the first and second wheel cylinders CW1 and CW2 via the fluid unit HU.
  • the fluid unit HU includes first and second master cylinder hydraulic pressure sensors PM1, PM2, first and second fluid pumps HP1 and HP2, electric motor MT, first and second pressure regulating reservoirs RC1, RC2, first and first.
  • the two pressure regulating valves UA1, UA2, the first and second adjusting fluid pressure sensors PP1, PP2, the first and second inlet valves VI1 and VI2, and the first and second outlet valves VO1 and VO2 are included.
  • the first and second master cylinders so as to detect the hydraulic pressures (master cylinder hydraulic pressures) Pm1 and Pm2 of the first and second hydraulic chambers Rm1 and Rm2.
  • Hydraulic pressure sensors PM1 and PM2 are provided.
  • the pressure regulating valve UA is a normally open type linear solenoid valve (also referred to as a "differential pressure valve") in which the valve opening amount (lift amount) is continuously controlled according to the energization amount (current value).
  • the fluid pump HP sucks the brake fluid BF from the upper part of the pressure regulating valve UA (the part in the connection path HS between the master cylinder CM and the pressure regulating valve UA) Bm, and the lower part of the pressure regulating valve UA (the pressure regulating valve UA and the wheel cylinder CW). Brake fluid BF is discharged to Bb.
  • "reflux” means that the braking fluid BF circulates and returns to the original flow again.
  • the return path HK is provided with a check valve (also referred to as a “check valve”) to prevent the brake fluid BF from flowing back.
  • the pressure regulating valve UA throttles the reflux KN, and a pressure difference (differential pressure) Sa is generated between the upper part (that is, the master cylinder hydraulic pressure Pm) and the lower part (that is, the braking hydraulic pressure Pw) of the pressure regulating valve UA. Cylinder. Specifically, when the normally open type pressure regulating valve UA is energized by the controller ECU, the valve opening amount is reduced and the hydraulic pressure Pw of the wheel cylinder CW is increased from the master cylinder hydraulic pressure Pm. Is adjusted to.
  • inlet valve VI a normally open type on / off solenoid valve is adopted.
  • the inlet valve VI In order to reduce the hydraulic pressure (braking fluid pressure) Pw in the wheel cylinder CW by anti-lock brake control or the like, the inlet valve VI is closed and the outlet valve VO is opened. The inflow of the braking fluid BF from the inlet valve VI is blocked, the braking fluid BF in the wheel cylinder CW flows out to the pressure adjusting reservoir RC, and the braking fluid pressure Pw is reduced. Further, in order to increase the braking fluid pressure Pw, the inlet valve VI is opened and the outlet valve VO is closed. The outflow of the braking fluid BF to the pressure adjusting reservoir RC is prevented, the adjusting hydraulic pressure Pp is introduced into the wheel cylinder CW, and the braking fluid pressure Pw is increased.
  • both the inlet valve VI and the outlet valve VO are closed. That is, the braking hydraulic pressure Pw (that is, braking torque Tq) can be independently adjusted by the wheel cylinder CW of each wheel WH by controlling the solenoid valves VI and VO.
  • the braking controller (also referred to as "electronic control unit”) ECU is composed of an electric circuit board on which a microprocessor, a drive circuit, etc. are mounted, and a control algorithm programmed in the microprocessor.
  • the controller ECU is network-connected to other controllers (ECJ, etc.) so as to share signals (detected values, calculated values, etc.) via an in-vehicle communication bus BS.
  • the braking controller ECU is connected to the driving support controller ECJ through the communication bus BS.
  • the vehicle body speed Vx is transmitted from the braking controller ECU to the driving support controller ECJ.
  • the driving support controller ECJ transmits the required deceleration equivalent value Fs (Gs, Ps, etc.) for executing the automatic braking control to the braking controller ECU.
  • the braking controller ECU controls the electric motor MT of the fluid unit HU and the solenoid valves UA, VI, and VO. Specifically, drive signals Ua, Vi, and Vo for controlling various solenoid valves UA, VI, and VO are calculated based on a control algorithm in the microprocessor. Similarly, the drive signal Mt for controlling the electric motor MT is calculated.
  • the braking operation amount Ba (Pm, Sp, etc.), wheel speed Vw, adjusting hydraulic pressure Pp, etc. are input to the braking controller ECU. Further, the equivalent value Fs is input to the braking controller ECU from the driving support controller ECJ via the communication bus BS.
  • the braking controller ECU executes automatic braking control including motor redrive control (described later) based on the required deceleration equivalent value Fs.
  • the braking hydraulic pressure Pw is increased so as to be larger than the master cylinder hydraulic pressure Pm (that is, “Ba>0").
  • the hydraulic pressure difference Sa between the master cylinder hydraulic pressure Pm and the braking hydraulic pressure Pw is adjusted).
  • “Motor redrive control” is to drive the stopped electric motor MT again in response to the operation of the braking operation member BP during the execution of the automatic braking control.
  • step S110 signals of braking operation amount Ba, adjusting hydraulic pressure Pp, wheel speed Vw, deceleration Gx, required deceleration equivalent value Fs (Gs, Ps, etc.), actual energization amount Ia, and motor rotation speed Na are displayed.
  • the operating amount Ba (Pm, etc.), adjusting hydraulic pressure Pp, wheel speed Vw, and deceleration Gx are the braking operation amount sensor BA (PM, etc.), adjusting hydraulic pressure sensor PP, wheel speed sensor VW, and deceleration, respectively.
  • This is a signal detected by the speed sensor GX.
  • the signal of the equivalent value Fs is acquired from the controller ECJ via the communication bus BS.
  • the actual energization amount Ia is the actual energization amount (for example, current value) to the pressure regulating valve UA, and is detected by the energization amount sensor (for example, current sensor) provided in the drive circuit of the controller ECU.
  • the motor rotation speed Na is the actual rotation speed of the electric motor MT, and is detected by a rotation speed sensor provided in the electric motor MT.
  • step S120 various state quantities (state variables) related to vehicle motion are calculated.
  • the vehicle body speed Vx is calculated based on the wheel speed Vw and a known calculation method.
  • the actual deceleration (actual deceleration) Ga of the vehicle that is actually occurring is calculated.
  • the vehicle body speed Vx is time-differentiated, and this time-differentiated value (referred to as "calculated deceleration") Ge is used as the actual deceleration Ga.
  • deceleration Gx (a detection value of the deceleration sensor GX, which is referred to as "detection deceleration”) can be adopted.
  • the actual deceleration Ga may be calculated based on the detected deceleration Gx and the calculated deceleration Ge. That is, the actual deceleration Ga is calculated based on at least one of the detected deceleration Gx and the calculated deceleration Ge.
  • step S130 the required differential pressure Ss, which is the target value of the differential pressure between the master cylinder hydraulic pressure Pm and the braking hydraulic pressure Pw, is calculated based on the equivalent value Fs. Specifically, the required differential pressure Ss is calculated to increase as the equivalent value Fs increases, based on a preset calculation map.
  • the required differential pressure Ss matches the required hydraulic pressure Ps (value obtained by converting the required deceleration Gs into the hydraulic pressure).
  • step S140 "whether or not it is necessary to execute the motor stop control” is determined.
  • the “motor stop control” is to stop the energization of the electric motor MT and set the rotation speed to "0" in order to reduce the power consumption of the braking control device SC during the execution of the automatic braking control. ..
  • the necessity of motor stop control is determined based on "whether or not it is necessary to increase the braking fluid pressure Pw". That is, “the execution of the motor stop control is necessary” corresponds to “the increase in the braking fluid pressure Pw is unnecessary”, and “the execution of the motor stop control is unnecessary” corresponds to "the braking hydraulic pressure Pw". It is necessary to increase the number of
  • the "state amount related to the required deceleration equivalent value Fs" corresponds to the equivalent value Fs itself, the target value calculated according to the equivalent value Fs (that is, the required differential pressure Ss, the required energization amount Is, etc.), and the target value. It is at least one of the actual value (that is, the actual differential pressure Sa, the actual energization amount Ia), the adjusting hydraulic pressure Pp corresponding to the actual differential pressure Sa, and the braking hydraulic pressure Pw.
  • step S140 at least one of the equivalent value Fs and the actual differential pressure Sa is adopted as the above state quantity, the equivalent value Fs becomes constant, and the actual differential pressure Sa (resulting in the braking hydraulic pressure Pw).
  • step S140 When “when it is necessary to increase the braking fluid pressure Pw (for example, when the equivalent value Fs is increasing or when the duration Tx is less than the predetermined time tx", step S140 is denied and the process is stepped. If it is determined that "the increase in the braking fluid pressure Pw is unnecessary", the process proceeds to S160. Step S140 is affirmed and the process proceeds to step S150. For example, the determination of step S140 (braking fluid pressure Pw). The determination that the increase is unnecessary) is affirmed in the calculation cycle in which the equivalent value Fs becomes constant and the duration Tx of the state matches the predetermined time tx.
  • step S150 "whether or not the driver has performed an override operation of the braking operation member BP" is determined based on the braking operation amount Ba (for example, the master cylinder hydraulic pressure Pm).
  • the "override operation” means that when the braking operation member BP is not operated, the vehicle is automatically decelerated based on the equivalent value Fs, but during that time, an increase in vehicle deceleration is requested.
  • the driver operates the braking operation member BP.
  • the determination of the override operation is performed by "whether or not the operation amount Ba is equal to or more than a predetermined amount ba".
  • the predetermined amount ba is a predetermined value (constant) set in advance.
  • step S150 is denied and the process proceeds to step S170.
  • step S150 is affirmed and the process proceeds to step S180.
  • step S160 normal automatic braking control (simply also referred to as "normal control”) is executed.
  • the "normal control” is an automatic braking control when the motor stop control is not executed.
  • the electric motor MT is driven.
  • the servo control is performed so that the motor rotation speed Na matches the target rotation speed Nt calculated according to the equivalent value Fs.
  • the rotation speed Na of the electric motor MT has a correlation with the amount of energization (power supply, for example, the current value) of the electric motor MT, and is therefore set in advance when the automatic braking control is started.
  • a predetermined amount of electric current may be supplied to the electric motor MT so that the number of revolutions is na.
  • step S160 in addition to the drive control of the electric motor MT, the amount of energization Ia to the pressure regulating valve UA is controlled so that the required differential pressure Ss matches the actual differential pressure Sa.
  • there is a correlation between the "opening amount of the pressure regulating valve UA (resulting in the differential pressure Sa)” and the "energization amount Ia to the pressure regulating valve UA” (so-called “current-hydraulic pressure characteristic").
  • the required energization amount Is is set to the predetermined energization amount io (preset) when the required differential pressure Ss reaches a predetermined value so (a preset minute constant). It is determined to gradually increase (rapidly increase) to a predetermined constant). Then, in "Ss> so", the required energization amount Is is calculated to increase as the required differential pressure Ss increases.
  • the energization amount feedback control is performed so that the actual energization amount Ia (actual value) approaches and matches the required energization amount Is (target value).
  • the hydraulic pressure feedback control is performed based on the required differential pressure Ss (target value) and the actual differential pressure Sa (detected value). May be done.
  • the deceleration feedback control may be performed so that the actual deceleration Ga approaches and matches the required deceleration Gs.
  • step S170 motor stop control is executed in order to save power of the braking control device SC.
  • the pressure regulating valve UA is closed and the driving of the electric motor MT is stopped.
  • the braking fluid pressure Pw is held, and the drive of the electric motor MT can be stopped.
  • the pressure regulating valve UA is supplied with the sum of the reference energization amount ia and the holding energization amount ip (that is, "ia + ip"). That is, the energization amount Ia supplied to the pressure regulating valve UA is increased by the holding energization amount ip from the reference energization amount ia. For example, the energization amount Ia is increased stepwise (that is, rapidly increased).
  • the holding energizing amount ip is a predetermined energizing amount preset so that the pressure regulating valve UA does not open with respect to an increase in the braking fluid pressure Pw caused by the runout of the rotating member KT.
  • the reference energization amount ia is a value corresponding to the equivalent value Fs, and is, for example, the energization amounts Is and Ia immediately before the drive of the electric motor MT is stopped. Further, the holding energization amount ip is an energization amount for completely closing the pressure regulating valve UA, and is a predetermined amount (constant) set in advance. Therefore, the reference energization amount ia is the energization amount before raising by the holding energization amount ip.
  • step S180 the motor redrive control is executed when the override operation of the braking operation member BP is performed during the execution of the motor stop control.
  • the electric motor MT is driven again so that the differential pressure Sa is adjusted by the pressure regulating valve UA.
  • the electric motor MT is rotationally driven so as to return to the state before the motor stop control is executed, the reference current amount ia is supplied to the pressure regulating valve UA, and the differential pressure Sa is maintained.
  • the required energization amount Is at that time is reduced by the holding energization amount ip.
  • the pressure regulating valve UA that has been closed is opened, and the valve opening amount is made equal to the valve opening amount corresponding to the reference energization amount ia.
  • the electric motor MT is energized, and the rotary drive of the electric motor MT is restarted. Since the master cylinder hydraulic pressure Pm increases from "0" by the override operation, the braking hydraulic pressure Pw becomes the master cylinder hydraulic pressure Pm when the equivalent value Fs is constant after the motor redrive control is executed.
  • the drive of the electric motor MT may be restarted.
  • the grace time tm is a predetermined value (constant) set in advance.
  • the fluid pump HP sucks the braking fluid BF from the connection path HS between the master cylinder CM and the pressure regulating valve UA, and discharges it to the connecting path HS between the pressure regulating valve UA and the wheel cylinder CW.
  • the braking fluid BF is sucked from the master cylinder CM (that is, the hydraulic pressure chamber Rm), but since the pressure regulating valve UA is not in the fully open state, the master cylinder hydraulic pressure Pm changes (slightly decreases). ), As a result, the operating force Fp fluctuates.
  • the driver is not operating the braking operation member BP, and first, automatic braking control is started. After that, the motor stop control is executed, and the driver performs an override operation of the braking operation member BP in the middle of the control. With the override operation, the execution of the motor redrive control is started, and the stopped electric motor MT is redriven.
  • the target values (Ss, Is) and the actual values (Sa, Ia) substantially match and overlap.
  • step S160 Automatic braking control (process of step S160) is started.
  • the motor drive signal Mt is switched from the “off state” to the “on state”.
  • the electric motor MT is energized, and the motor rotation speed Na is increased to a value na (a predetermined rotation speed, which is a preset constant) (note that due to the influence of the rotor inertia of the electric motor MT, etc.).
  • the required energization amount Is rapidly increases from "0" to the value io according to the above-mentioned correlation between the energization amount and the differential pressure (for example, current-hydraulic pressure characteristic), and the pressure regulating valve.
  • the energized amount Ia starts to be supplied to the UA.
  • the energization amounts Is and Ia are gradually increased so that the differential pressure Sa gradually increases, and the valve opening amount of the pressure regulating valve UA is decreased.
  • the equivalent value Fs is constant.
  • the driving of the electric motor MT is continued, but the power supply amounts Is (target value) and Ia (actual value) to the pressure regulating valve UA are fixed at the values ia. Therefore, the pressure regulating valve UA is opened according to the energization amount ia, the differential pressure Sa is maintained constant, and the braking hydraulic pressure Pw is maintained at the value pa.
  • the calculation (integration) of the duration Tx is started. Until the time point t2, since it is determined that "the braking fluid pressure Pw needs to be increased", the motor stop control is not executed.
  • the motor stop control (process of step S170) is started.
  • the supply energization amount Is to the pressure regulating valve UA is increased (rapidly increased) by the holding energization amount ip (preset constant) from the reference energization amount ia.
  • the actual energization amount Ia is increased (for example, rapidly increasing step by step) from the reference energization amount ia by the holding energization amount ip.
  • the reference energization amount ia is stored.
  • the normally open type pressure regulating valve UA is opened so as to throttle the reflux KN, but after the time point t2, the pressure regulating valve UA is surely closed by increasing the predetermined energization amount ip. Be made.
  • the pressure regulating valve UA is surely maintained in the closed state without being opened.
  • the motor drive signal Mt is switched from “on” to “off”, and the rotation speed Na of the electric motor MT is reduced from the predetermined rotation speed na toward "0".
  • the pressure regulating valve UA By closing the pressure regulating valve UA, the braking fluid BF below the pressure regulating valve UA (that is, the braking fluid BF in the wheel cylinder CW) is sealed, so that even if the rotational drive of the electric motor MT is stopped, the braking fluid BF is sealed.
  • the pressure Pw is held at the value pa. Therefore, the energy corresponding to the amount of power supplied to the electric motor MT is reduced, and the power saving of the braking control device SC can be achieved.
  • the electric motor MT is stopped and the pressure regulating valve UA is closed at the same time, but the electric motor MT is used for a predetermined time (in a very short time) after the pressure regulating valve UA is closed. Yes, it may be stopped after a lapse of (referred to as "valve closing elapsed time"). That is, the electric motor MT is stopped at the same time as or immediately after the pressure regulating valve UA is closed. After the time point t2, the execution of the motor stop control is continued unless the driver operates the braking operation member BP.
  • the braking operation member BP is operated by the driver, and the master cylinder hydraulic pressure Pm is increased.
  • the braking operation member BP has been operated (that is, the override operation has been performed).
  • the stopped electric motor MT is re-driven so that the differential pressure Sa (the hydraulic pressure difference between the master cylinder hydraulic pressure Pm and the braking hydraulic pressure Pw) is maintained, and the amount of electricity supplied to the pressure regulating valve UA. Is and Ia are adjusted, and the pressure regulating valve UA is opened. That is, the execution of the motor redrive control is started.
  • the required energization amount Is is reduced to the reference energization amount (that is, the energization amount immediately before the motor stop control is started) ia before the holding energization amount ip is applied (for example, suddenly decreases stepwise).
  • the valve opening amount of the pressure regulating valve UA that has been closed is returned to the valve opening amount before valve closing (that is, the valve opening amount at time points t1 to t2).
  • the motor drive signal Mt is switched from "off” to "on”, and the drive of the electric motor MT is started again.
  • the brake fluid BF is sucked from the portion Bm between the master cylinder CM and the pressure regulating valve UA and discharged to the portion Bb between the pressure regulating valve UA and the wheel cylinder CW via the fluid pump HP, so that the electric motor MT When is re-driven, the braking fluid BF is also sucked from the master cylinder CM. Therefore, when the amount of electricity supplied to the pressure regulating valve UA is adjusted and the electric motor MT is redriven at the same time, the master cylinder hydraulic pressure Pm is temporarily but slightly reduced. As a result, the operating force Fp of the braking operating member BP fluctuates.
  • the "grace time for re-driving the electric motor MT (time for delaying the re-driving) tm" and “electricity” are shown below. At least one method of "limitation of the time change amount dN of the motor rotation speed Na in the re-driving of the motor MT" is adopted.
  • the improvement of the operability by limiting the time change amount dN of the rotation speed Na will be described.
  • the amount of time change dN increasing gradient, motor rotation speed with respect to time T
  • the amount of change in Na is limited by the limit value Kn.
  • the limit value Kn is set as a predetermined gradient (constant) set in advance.
  • the limit value Kn may be calculated based on at least one of the braking operation speed dB, the vehicle body speed Vx, and the actual deceleration Ga (or the equivalent value Fs). ..
  • the target rotation speed Nt of the electric motor MT is limited by the limit value Kn, and the actual rotation speed Na matches the target rotation speed Nt. Is controlled.
  • the amount of electricity supplied to the electric motor MT (the amount of power supplied) may be limited according to the limit value Kn. It should be noted that the "grace (delay) of re-driving the electric motor MT" and the "limitation of the time change amount dN of the rotation speed Na in the re-driving of the electric motor MT" may be combined.
  • the operation speed dB of the braking operation member BP is calculated based on the braking operation amount Ba. Then, it is limited based on the operation speed dB (time derivative value of the operation amount Ba) at the time point t3 (the calculation cycle when the determination in step S150 is switched from the negative state to the affirmative state) when the braking operation member BP is overridden.
  • the value Kn is calculated. At this time, it is desirable that the operation displacement Sp (detection value of the operation displacement sensor SP) is adopted as the operation amount Ba.
  • the limit value Kn is set so that the larger the operation speed dB is, the larger the limit value Kn is according to the braking operation speed dB and the calculation map Zkd. That is, when the braking operation member BP is suddenly operated, it is difficult to limit the time change amount dN of the motor rotation speed Na. This is because when the braking operation member BP is suddenly operated, the increase in the braking hydraulic pressure Pw is prioritized over the improvement of the operation feeling of the braking operation member BP (that is, the suppression of the fluctuation of the operating force Fp).
  • the limit value Kn is determined based on the vehicle body speed Vx.
  • the limit value Kn is set so that the larger the vehicle body speed Vx, the larger the limit value Kn according to the vehicle body speed Vx at the time point t3 when the braking operation member BP is overridden and the calculation map Zkv. That is, when the vehicle body speed Vx is large, it is difficult to limit the time change amount dN of the motor rotation speed Na. This is based on giving priority to an increase in the braking hydraulic pressure Pw (that is, an increase in the deceleration of the vehicle) over suppressing fluctuations in the operating force Fp during high-speed driving.
  • the limit value Kn is determined based on the actual deceleration Ga.
  • the limit value Kn is set so that the larger the actual deceleration Ga is, the larger the limit value Kn is according to the actual deceleration Ga at the time point t3 when the braking operation member BP is overridden and the calculation map Zkg. That is, when the actual deceleration Ga is large, it is difficult to limit the time change amount dN of the motor rotation speed Na. This is based on the fact that when the deceleration of the vehicle is large, the increase in the braking hydraulic pressure Pw (that is, the increase in the deceleration of the vehicle) is prioritized over the suppression of the fluctuation of the operating force Fp.
  • At least one of the detected deceleration Gx, the calculated deceleration (time derivative value of the vehicle body speed Vx), and the equivalent value Fs may be adopted instead of the actual deceleration Ga.
  • an upper limit value ku and a lower limit value kl may be provided.
  • the configuration, action and effect of the braking control device SC according to the present invention will be summarized below.
  • the braking hydraulic pressure Pw which is the hydraulic pressure of the wheel cylinder CW
  • the braking control device SC is provided with "a differential pressure between the master cylinder hydraulic pressure Pm and the braking hydraulic pressure Pw, which are provided in the connection path HS connecting the master cylinder CM of the vehicle and the wheel cylinder CW and are the hydraulic pressure of the master cylinder CM.
  • the pressure regulating valve UA that adjusts Sa and the connection path HS that is driven by the electric motor MT and between the master cylinder CM and the pressure regulating valve UA sucks the brake fluid BF and connects the pressure regulating valve UA and the wheel cylinder CW.
  • Fluid pump HP that discharges brake fluid BF to the path HS
  • Brain fluid by controlling the pressure regulating valve UA and the electric motor MT, closing the pressure regulating valve UA, and stopping the drive of the electric motor MT.
  • a controller ECU that holds the pressure Pw ”is provided. Then, when the braking operation member BP is operated by the controller ECU (that is, when the override operation is performed), the pressure regulating valve UA is opened and the driving of the electric motor MT is started.
  • the energization amount Ia to the normally open type pressure regulating valve UA is the energizing amount immediately before the pressure regulating valve UA is closed. It is reduced (rapidly reduced) to the reference energization amount ia. At the same time, the driving of the electric motor MT is started.
  • the automatic braking control device SC when the automatic braking control is executed and the driver operates the braking operation member BP, the automatic braking control is not stopped and the automatic braking control is continued. Specifically, the braking hydraulic pressure Pw is increased by the increase in the master cylinder hydraulic pressure Pm while maintaining the differential pressure Sa before the braking operation member BP is operated. Therefore, the automatic braking control is executed after the operation of the braking operation member BP of the driver is reflected, and the vehicle can be appropriately decelerated.
  • the driving of the electric motor MT is started after a predetermined grace time tm has elapsed since the energization amount Ia to the pressure regulating valve UA is suddenly reduced (that is, delayed by the grace time tm). May be good.
  • the normally open type pressure regulating valve UA is surely opened, so that the fluctuation of the master cylinder hydraulic pressure Pm is suppressed. Therefore, the fluctuation of the operating force Fp of the braking operating member BP is suppressed, and the operating feeling of the braking operating member BP is improved.
  • the braking control device SC when the driving of the electric motor MT is started, the time change amount dN of the rotation speed Na of the electric motor MT is limited. Since the suction amount of the braking liquid BF from the master cylinder CM by the fluid pump HP is gradually increased, the fluctuation of the master cylinder hydraulic pressure Pm is further suppressed, and the operation feeling of the braking operation member BP is improved.
  • a diagonal type is adopted as the two fluid paths.
  • a front-rear type also referred to as "Type II"
  • the first hydraulic chamber Rm1 of the master cylinder CM is connected to the wheel cylinders CW of the left and right front wheels
  • the second hydraulic chamber Rm2 is connected to the wheel cylinders CW of the left and right rear wheels.

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

Abstract

L'invention concerne un dispositif de commande de freinage augmentant automatiquement la pression hydraulique de cylindre de roue si un élément d'actionnement de freinage n'est pas actionné, le dispositif comprenant : une soupape de régulation de pression qui est disposée sur un trajet de raccordement reliant un maître-cylindre et un cylindre de roue, et qui régule une pression différentielle entre la pression hydraulique de maître-cylindre et la pression hydraulique de cylindre de roue ; une pompe à fluide qui est entraînée par un moteur électrique, qui aspire le fluide de frein à partir du trajet de raccordement entre le maître-cylindre et la soupape de régulation de pression, et qui évacue le fluide de frein vers le trajet de raccordement entre la soupape de régulation de pression et le cylindre de roue ; et un dispositif de commande qui commande la soupape de régulation de pression et le moteur électrique et qui maintient la pression de fluide de frein en fermant la soupape de régulation de pression et en arrêtant l'entraînement du moteur électrique. Le dispositif de commande ouvre également la soupape de régulation de pression et démarre l'entraînement du moteur électrique si l'élément d'actionnement de freinage est actionné.
PCT/JP2020/043727 2019-11-25 2020-11-25 Dispositif de commande de freinage pour véhicule WO2021106898A1 (fr)

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JP2019-211969 2019-11-25
JP2019211969A JP7354787B2 (ja) 2019-11-25 2019-11-25 車両の制動制御装置

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Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH08198075A (ja) * 1995-01-30 1996-08-06 Mazda Motor Corp 車両の自動ブレーキ装置
JP2013173412A (ja) * 2012-02-24 2013-09-05 Hitachi Automotive Systems Ltd ブレーキ装置
JP2015199388A (ja) * 2014-04-04 2015-11-12 日立オートモティブシステムズ株式会社 ブレーキ装置
JP2018154300A (ja) * 2017-03-21 2018-10-04 株式会社アドヴィックス 車両の制動制御装置

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH08198075A (ja) * 1995-01-30 1996-08-06 Mazda Motor Corp 車両の自動ブレーキ装置
JP2013173412A (ja) * 2012-02-24 2013-09-05 Hitachi Automotive Systems Ltd ブレーキ装置
JP2015199388A (ja) * 2014-04-04 2015-11-12 日立オートモティブシステムズ株式会社 ブレーキ装置
JP2018154300A (ja) * 2017-03-21 2018-10-04 株式会社アドヴィックス 車両の制動制御装置

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