JP3422264B2 - Brake fluid pressure control device - Google Patents

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a brake hydraulic pressure control device for controlling the hydraulic pressure of a brake cylinder.

[0002]

2. Description of the Related Art The specification of Japanese Patent Application No. 9-121039, which has been filed by the present applicant and has not been disclosed yet, describes a brake fluid pressure control device using a power fluid pressure source as a high pressure source. This brake fluid pressure control device includes a pump, an electric motor that drives the pump, and an accumulator that stores high-pressure hydraulic fluid discharged from the pump,
A high pressure source that supplies high pressure hydraulic fluid to the brake cylinder,
It is provided between the high pressure source and the brake cylinder and a low pressure source that stores the hydraulic fluid flowing out from the brake cylinder, and the hydraulic pressure of the brake cylinder can be controlled to a magnitude according to the supplied electric energy. Electromagnetic pressure control valve for increasing pressure, which is provided between the low pressure source and the brake cylinder, and is capable of controlling the hydraulic pressure of the brake cylinder to a magnitude according to the supplied electric energy. By controlling the valve and the electric motor, the hydraulic pressure of the hydraulic fluid stored in the accumulator is maintained at a preset hydraulic pressure, and the electromagnetic fluid pressure control valve for increasing pressure and the electromagnetic fluid for reducing pressure are controlled. And a control device for controlling the brake cylinder hydraulic pressure by controlling a pressure control valve. When pressure increase control is performed in this brake hydraulic pressure control device, electric energy supplied to the pressure increasing electromagnetic hydraulic pressure control valve is controlled in a state where the pressure reducing electromagnetic hydraulic pressure control valve is closed. By controlling the electric energy supplied to the pressure-increasing electromagnetic hydraulic pressure control valve, the hydraulic pressure of the hydraulic fluid in the accumulator is appropriately reduced and supplied to the brake cylinder. When the pressure reducing control is performed, the electric energy supplied to the pressure reducing electromagnetic hydraulic pressure control valve is controlled with the pressure increasing electromagnetic hydraulic pressure control valve closed. The hydraulic pressure of the brake cylinder is reduced to a magnitude corresponding to the electric energy supplied to the pressure-reducing electromagnetic hydraulic pressure control valve. The hydraulic pressure of the brake cylinder is controlled by controlling the electric energy supplied to the pressure-increasing electromagnetic hydraulic pressure control valve and controlling the electric energy supplied to the pressure-decreasing electromagnetic hydraulic pressure control valve.

[0003]

[Problems to be solved by the invention, Solution, Action and
The object of the present invention is to provide the above-mentioned brake fluid pressure control device.
To provide another novel brake fluid pressure control device.
It Specifically, supply electric energy to the electromagnetic hydraulic pressure control valve for boosting
Electric energy supply to the electromagnetic hydraulic pressure control valve for controlling and reducing the energy
The hydraulic pressure in the brake cylinder should be
To provide a controllable brake fluid pressure control device.
It This problem is solved by the following aspects. Each state
Like the claim, it is divided into sections, numbered for each section,
If necessary, enter the numbers in other sections in a format that cites them.
This is due to the technical features and their combinations described herein.
This is for the purpose of exemplifying the combination, and is technically described in this specification.
Features and their combinations are limited to:
Should not be construed asI hope to be patented
As an invention, only some of the following aspects,
Described in the claims. Specifically, (1) and
A mode in which the items (7) and (8) are combined corresponds to claim 1.
However, a mode in which (1) and (9) are combined is claimed in claim 2.
Is a combination of (1) and (10).
And a combination of (1), (12) and (14)
This corresponds to claim 4. (1) Brake cylinder connected to the brake cylinder
And a pump that discharges hydraulic fluid toward
A pump device including at least one set of an electric motor for
Contains the hydraulic fluid discharged from the brake cylinder
Of the low pressure source, and the low pressure source and the brake cylinder
The brake cylinder fluid pressure is provided between
An electromagnetic hydraulic pressure control valve that controls the size according to energy,
The brake system is controlled by controlling the electric motor.
Pressure increasing control means for increasing pressure of the liquid pressure of the binder, and the supply
Brake cylinder by controlling electrical energy
And a control device including a pressure reducing control means for controlling the liquid pressure of the
Brake fluid pressure control device characterized by includingPlaceIn this section
The most direct aspect of the described brake fluid pressure control device is the pump
Solenoid valve is not provided between the brake device and the brake cylinder.
Therefore, the brake cylinder has a dedicated pump for boosting pressure.
It will be directly connected. Also, in the brake cylinder
Is connected to a low pressure source via an electromagnetic hydraulic control valve. this
In the brake fluid pressure control device, it is discharged from the pump.
By supplying hydraulic fluid to the brake cylinder,
The rake cylinder fluid pressure is increased and the pump is driven.
The hydraulic pressure of the brake cylinder is increased by controlling the electric motor
The pressure can be controlled. Also, the brake cylinder
The hydraulic fluid is discharged to the low pressure source, and
The hydraulic pressure in the binder is reduced, and the hydraulic pressure in the brake cylinder is reduced.
The size is reduced according to the electric energy supplied to the magnetic fluid pressure control valve.
The pressure can be controlled. In this way, the block described in this section is
In the rake hydraulic pressure control device, the electric drive that drives the pump.
Control of the motor and electric energy supplied to the electrohydraulic control valve
The hydraulic pressure of the brake cylinder is controlled by
Be done. That is, in the above-described brake fluid pressure control device
The solenoid valve for increasing pressure and the solenoid valve for reducing pressure
Controlling the electric energy supplied to each valve
It is not controlled by. Electromagnetic hydraulic pressure
The control valve brakes to a size according to the supplied electric energy.
Although it is possible to control the hydraulic pressure of the cylinder,
As the amount of energy increases, the hydraulic pressure in the brake cylinder decreases.
Even if it is possible to reduce the amount of electricity supplied,
To reduce the hydraulic pressure in the brake cylinder.
Good. In addition, the invention according to this section provides one pump device.
Yes, if one brake cylinder is connected
Has multiple brake cylinders connected to one pump unit
Applied when their hydraulic pressures are controlled in common
Is desirable. For this reason, the above-mentioned control device is
Control device. In addition, a plurality of pump devices
Brake cylinders are connected to each brake cylinder.
If the hydraulic pressure of the solder needs to be controlled independently,
As mentioned,
Install a throttle device between them or install a brake cylinder in the pump.
Pump that communicates with the equipment or shuts off the pump device
It is desirable to provide a shutoff valve. (2) The decompression control means uses the electric motor during the decompression control.
Brake fluid pressure control device described in item (1) for stopping the motor.
Place If the electric motor is stopped, the brake cylinder will operate.
The fluid will not be supplied. Therefore, the electric motor drives
Fluid in the brake cylinder compared to when the
The pressure can be quickly reduced. Also, the control device
The electromagnetic hydraulic pressure while stopping the electric motor.
Actuating a control valve from the brake cylinder to the low pressure source
Hold control means to prevent outflow of liquid
It can also be provided. When the electric motor is stopped
If the solenoid hydraulic pressure control valve is kept in the outflow prevention state,
Both the outflow and inflow of hydraulic fluid in the cylinder are blocked.
Therefore, the hydraulic pressure can be stably kept constant. (3) The control device controls the target liquid of the brake cylinder.
Pressure deviation, which is the difference between the hydraulic pressure and the actual hydraulic pressure,
Between the current target hydraulic pressure of the cylinder and the previous target hydraulic pressure
Based on at least one of the required hydraulic pressure change gradient which is the difference
The pressure increase control means and the pressure reduction control means.
The brake fluid pressure control device according to item (1) or (2).
As an example of selecting based on the hydraulic pressure deviation,
Target hydraulic pressure Pref and actual hydraulic pressure P^*Hydraulic pressure deviation which is the difference between
(ΔP = Ppef −P^*) Is the set deviation EPS (threshold
If the value is larger than the value) (ΔP> EPS), the pressure increase control means
Selected and the hydraulic pressure deviation ΔP is less than or equal to the set deviation (EPS).
If (P <EPS), the pressure reducing control means is selected.
You can In addition, when the holding control means is included
The hydraulic pressure deviation ΔP is larger than the positive setting deviation EPS1.
In this case (ΔP> EPS1), the pressure increase control means is selected,
When the pressure deviation ΔP is smaller than the negative setting deviation (-EPS2)
When the pressure reduction control means is selected (ΔP <-EPS2),
When the pressure deviation ΔP is within the set deviation range (-EPS2 ≦ Δ
The holding control means is selected so that P ≦ EPS1)
be able to. Furthermore, not only the hydraulic pressure deviation but also the required hydraulic pressure
As an example of selecting in consideration of the change gradient,
The difference ΔP is larger than the positive setting deviation EPS1, but the required hydraulic pressure
When the change gradient ΔPref is less than or equal to the positive set gradient RPS1
If (ΔP> EPS1, ΔPref ≦ RPS1), increase the pressure.
The holding control means is selected instead of the control means, and the hydraulic pressure deviation ΔP
Is smaller than the negative setting deviation (-EPS2), but the required hydraulic pressure
When the change gradient ΔPref is equal to or greater than the negative set gradient (-RPS2)
If there is (ΔP <-EPS2, ΔPref ≥-RPS2)
Ensure that hold control is selected instead of pressure reduction control
be able to. The positive setting deviation EPS1 and the negative setting deviation EPS1
Setting deviation-EPS2, positive setting gradient RPS1 and negative setting
The absolute value of the slope-RPS2 may be the same. (4) The control device controls the electric motor to operate the breaker.
The required pressure increase gradient of the cylinder is a preset pressure increase gradient.
The output torque is larger when the ratio is larger than that when the ratio is smaller.
(1) that includes a motor control device that controls
Brake fluid pressure control device according to any one of item (3).
PlaceIf you increase the output torque of the electric motor,
Increase the discharge flow rate of the hydraulic fluid discharged from the
Increase (hereinafter, simply increase the discharge flow rate, etc.
Can be abbreviated). As a result, the brake
Cylinder hydraulic pressure increase gradient can be increased,
The pressure delay can be reduced or eliminated. Normal
When brake fluid pressure control for braking is started (brake operation member
(At the start of braking operation), during brake assist control for emergency braking
Etc., the required pressure increase gradient should be larger than the set pressure increase gradient.
Many are effective. The set pressure increase gradient is, for example,
The output torque of the electric motor is controlled by normal electric motor control.
Brake cylinder fluid pressure when the brake pressure is maximized
The pressure increase gradient (upper limit gradient in normal control) of
The battery of the brake fluid pressure control device
Boosting gradient (battery voltage when maximum voltage is applied)
It can be set as a gradient when pressure is applied). This setting increase
If the required pressure increase gradient is larger than the pressure gradient, move to the electric motor.
The applied voltage of the
The battery voltage is higher than the maximum voltage. Supply current
May be larger than that during normal control. These places
Control the magnitude of the output torque of the electric motor.
In some cases, it may not be possible
It is only necessary to increase the hydraulic pressure of the solder, and it is possible to control
Not essential. This motor control device
It is called a control device, a motor torque special increase device, a pump
It can also be called a device for increasing the discharge flow rate. This
When the required pressure increase gradient is larger than the set pressure increase gradient,
To increase the output torque of the electric motor
By increasing the discharge flow rate of the electric motor, the capacity of the electric motor can be increased.
Increase the pressure increase gradient of the brake cylinder
It is possible to avoid cost increase. Electric
The discharge flow rate of the pump device, etc.
Is increased, that is, the upper limit value of the control range is increased.
Brake braking at a gradient higher than the set pressure increase gradient.
In order to be able to increase the liquid pressure
Has to increase the capacity of the electric motor,
I can't avoid a toup. In contrast, control
Keeping the possible range as is, powering it in limited special cases.
If the applied voltage to the dynamic motor is
Set pressure increase without increasing the capacity of the electric motor.
It is possible to increase the pressure at a gradient equal to or higher than the gradient. Described in this section
The features of this article are described in any one of (1) to (3).
It can also be adopted separately from the features of. I.e. the brake
Cylinder hydraulic pressure is used for controlling and depressurizing a pump device dedicated to increasing pressure
Limited to those controlled by the electromagnetic hydraulic pressure control valve
First, add the control of the electromagnetic hydraulic pressure control valve for boosting to the above control
Even if it is controlled,
Even if controlled by control, for increasing pressure and reducing pressure
It may be controlled by a pump or the like.
Is. (5) Application of the motor control device to the electric motor
An applied voltage increasing device that makes the voltage larger than the voltage of the power supply
The brake fluid pressure control device according to paragraph (4), including. Electric motor
Voltage applied to the battery is larger than the maximum voltage of the power source such as a battery.
If so, the output torque of the electric motor can be increased.
It is possible to increase the discharge flow rate of the pump device.
It The applied voltage increasing device is, for example, a coil or a capacitor.
And a drive circuit including switches such as transistors
Or including a DC-DC converter
Can include a boost converter or
It (6) Whether the control device is in the non-operating state of the electric motor
When switching to the operating state from the
Includes motor controller at start of operation to increase applied voltage
Brake fluid according to any one of items (1) to (3)
Pressure control device. At the start of operation, the voltage applied to the electric motor
Larger size allows the electric motor to operate quickly in the desired operating condition
(Rotation speed and drive torque)
It is possible to quickly set the discharge flow rate of the
it can. The motor is at normal voltage when inactive.
Even if a voltage is applied, the desired operating state is immediately obtained due to inertia.
I can't. In contrast, the brake described in this section
According to the hydraulic control device, a large voltage is applied at the start of operation.
Therefore, the discharge flow rate of the pump device, etc.
The brake cylinder pressure increase delay can be reduced.
Can be made smaller. Applied voltage is from the start of operation
Increase the brake time by a preset time
Until the Linda hydraulic pressure reaches a preset hydraulic pressure
It can be enlarged. The features described in this section are:
Different from the features described in any one of (1) to (3)
It can also be implemented. (7) The controller controls the hydraulic pressure of the brake cylinder.
If the required hydraulic pressure change gradient is within the preset range,
When the electric motor is stopped,
Use the pressure control valve to prevent the hydraulic fluid from flowing out from the brake cylinder.
Includes holding control means for switching to a blocking state for blocking
Brake fluid according to any one of items (1) to (6)
Pressure control devicePlaceIn the brake fluid pressure control device described in this section
The required hydraulic pressure change gradient of the brake cylinder hydraulic pressure is set.
If it is within the range, the hydraulic pressure of the brake cylinder is
Instead of being changed according to changes in hydraulic pressure,
To be kept in good condition. For example, the setting range is unconscious of the driver.
Brake operation amount (operation force of brake operation member, operation stroke
(Troll, etc.)
The driver does not intend to change the amount of brake operation
Operating device consumes unnecessary energy, resulting in operating noise.
Is prevented from occurring. Also, especially when the vehicle is
In addition, the driver does not intend to change the brake operation amount
If the deceleration changes, the brake feel may deteriorate.
And can be avoided. In addition, the driver
Easier brake operation because you don't have to keep it constant
You can also get the effect. The features described in this section are the same as in (1).
In addition to the features described in any one of item (6),
It is possible. (8) The controller controls the holding control by the holding control means.
When the control time is long, the setting range is wider than when it is short.
Brake fluid according to item (7)
Pressure control devicePlaceIf the above holding control time is long,
People usually want to keep the braking force constant.
Therefore, in this case, widen the setting range and increase the brake fluid pressure.
It is desirable to make the changes in the above less likely to occur. Well
Also, there are more opportunities for the electric motor to be deactivated.
Therefore, the energy consumption of the pump device can be reduced.
You can The setting range changes as the holding control time elapses.
It may be increased stepwise or continuously. (9) The control device satisfies a predetermined holding condition.
If the electric motor is stopped,
Note that the electromagnetic hydraulic pressure control valve is connected to the hydraulic fluid from the brake cylinder.
Holding control hand that switches to the outflow prevention state that prevents the outflow of water
And the holding control time by the holding control means is long
Is more relaxed than the case where it is short
(1) to (6) including means
Brake fluid pressure control device. For example, the hydraulic pressure deviation ΔP is set
Keep within the range (EPS1 ≧ ΔP ≧ −EPS2)
If it is a holding condition, increase the upper limit value EPS1 of the setting range.
To reduce the lower limit value-EPS2
If at least one of the two
Be done. The holding condition is the same as or different from the hydraulic pressure deviation.
The same applies when the required hydraulic pressure change gradient is set instead of
Is. The features described in this section are items (1) to (6).
It can be adopted separately from the feature described in one of the shifts. (10) The control device satisfies a predetermined holding condition.
And if the operation of the electric motor is stopped,
Both switch the solenoid hydraulic pressure control valve to the outflow prevention state.
The holding control means and the brake fluid pressure control device are installed.
If the vehicle is in a stopped state, loosen the holding condition.
(1) through (9)
The brake fluid pressure control device according to claim 1. Vehicle stopped
If it is in a state, the brake will
Need to increase or decrease rake cylinder fluid pressure
Is low and should be kept constant. Hold if stopped
If the conditions are relaxed, the driver will carefully adjust the brake operation amount.
It is no longer necessary to maintain a constant
There are many opportunities to reduce energy consumption.
Regarding the change of retention conditions, the explanation in (9) above remains as it is.
apply. The features described in this section are (1) to (9).
It is possible to adopt separately from the feature described in any one of the above. (11) The control device satisfies a predetermined pressure increasing condition.
By controlling the electric motor when
A pressure increasing means for increasing the brake cylinder fluid pressure and the brake
-Wheel speed of the wheel of the vehicle equipped with the hydraulic pressure control device
Once it becomes substantially 0, the above pressure increasing condition is satisfied.
Also keep the electric motor stopped and
The control valve prevents the hydraulic fluid from flowing out of the brake cylinder.
Forced holding execution means to keep outflow prevention state and its forced holding
The wheel speed exceeds the set wheel speed while the execution means is functioning.
And if the amount of brake operation is increased,
No forced hold execution means to cancel the function of forced hold execution means
In any one of paragraphs (1) to (10), including
The described brake fluid pressure control device. If the vehicle is stopped
If the brake operation amount is increased,
It is not necessary that the brake cylinder fluid pressure be increased by
It just needs to be kept constant. Therefore, the brake fluid pressure of this aspect
The controller is provided with a forced holding execution means. But,
For example, if you are stopping at an intersection due to a stop signal, etc.
The vehicle was moved due to a rear-end collision with a following vehicle.
If the vehicle is stopped on the slope, the brake operating member
When is started without moving
The braking force increases as the amount of brake operation increases.
Need to be done. Therefore, the brake fluid of this aspect
The pressure control device is provided with a forced holding execution means invalidating means.
It The features described in this section are any of (1) to (10).
It can be adopted separately from the features described in one. (12) The control device satisfies the predetermined pressure increasing condition.
Increase the brake cylinder fluid pressure when
The pressure increasing command means for issuing a pressure increasing command and the pressure increasing condition are satisfied.
Starting the electric motor based on the warning sign
Any of (1) to (11) including front motor starting means
Brake fluid pressure control device described inPlaceIncrease pressure command is generated
Based on the sign that the boosting condition is satisfied before it is made
If you start the electric motor, you can reduce the pressure increase delay.
You can The pre-motor starting means described in this section is a pressure-increasing strip.
Includes precursor detection means for detecting precursors that satisfy the condition
Can be Detection of a sign that the boosting condition is satisfied
Is a situation where it can be predicted that the boosting conditions will be met in the near future.
Occurrence is detected. For example, brake operating member
When the boosting condition is satisfied when the
If the accelerator operation member is released,
If the pressure control start condition is satisfied, the boosting condition is satisfied.
Is less than the traction control start condition,
If the traction control start prediction condition is satisfied,
The precursor is detected. The features described in this section are:
Different from the features described in any one of (1) to (11)
Can also be adopted. (13) An electric motor is operated by the advance electric motor starting means.
From the time the actuator is started until the set time elapses.
If the conditions are not met, stop the operation of the electric motor.
The brake according to (12), which includes an electric motor stopping means for stopping the electric motor.
Liquid pressure control device. A sign that the boosting condition is satisfied is detected.
Even if the pressure rises, the boosting condition is satisfied before the set time elapses.
If not, starting the electric motor may be a waste.
Due to the large number, it is desirable to stop the operation of the electric motor.
Yes. The electric motor will stop when the precursory phenomenon disappears.
It can also be stopped. For example, tract
When the control control start prediction conditions are met, the electric motor is
If started, the traction control start prediction
It will stop if the conditions are no longer met. (14) The brake fluid pressure control device uses the brake fluid.
The actual acceleration of a vehicle equipped with a pressure control device is
Acceleration estimated based on the driving torque of the driving source
If it is larger, it means that the vehicle is traveling downhill.
A pre-motor starting means including a downhill traveling detection device
However, if the downhill traveling state is detected by the downhill traveling detection device,
If at least one of the signs is detected,
Motor starting means for traveling downhill to start the electric motor
Including the brake fluid pressure control device according to item (12) or (13).
PlaceThe brake operating member is operated while traveling downhill.
It is often detected that the vehicle is traveling downhill.
If the warning is given, the electric motor is started
If this is the case, the delay in increasing the pressure of the brake can be reduced.
The downhill traveling detection device is estimated to be an actual acceleration acquisition device.
An acceleration acquisition device may be included. Real acceleration
The degree acquisition device may include an acceleration sensor,
Wheel speed sensor and wheels detected by the wheel speed sensor
Acceleration calculator that calculates acceleration based on speed
It may include steps and the like. To wheel speed
Calculate the estimated vehicle speed based on the unit time of the estimated vehicle speed
The rate of change of the hit is the actual acceleration. Estimated addition
The speed acquisition device, for example, determines the drive torque of the drive source of the vehicle.
A device for estimating the acceleration based on the acceleration can be used.
BEST MODE FOR CARRYING OUT THE INVENTION
Drive torque F output from the drive source of
A value obtained by dividing the value obtained by subtracting F ′ from the vehicle weight M {(F−
F ') / M} is used as the estimated acceleration. The driving source is the engine
At least one of an internal combustion engine and an electric motor
However, the driving torque is the sum of these driving torques.
Is obtained as. When the vehicle is traveling on a flat road surface
The actual acceleration and the estimated acceleration are substantially the same,
It On the other hand, when traveling uphill, the actual acceleration
Is smaller, and the actual acceleration is
Is bigger. If you use this, whether you are traveling downhill
Whether or not it can be detected. (15) The motor starting means during traveling on the downhill is the downhill.
In addition to detecting the slope running state, the operation of the accelerator operation member
The fact that it has been canceled is one of the aforementioned signs
Starts the motor when driving downhill while releasing the accelerator Starting the motor
Means that the slope of the downhill is greater than the set slope.
Is detected as one of the signs, and the electric motor
The motor starting means for running the motor on a steep downhill
Motor starting means for traveling downhill with at least one of
The brake fluid pressure control device according to the item (14), including: Downhill
When the accelerator is released during running, the motor starting means allows downhill driving.
If the operation of the accelerator operation member is canceled during the
The dynamic motor can be started. A
If the operation of the xcel operation member is released, the engine
The intention is to use the brakes to reduce the running speed of the vehicle.
After that, the driver can presume that there is a brake operation
The probability that the member will be operated increases. Also, steep downhill
According to the motor starting means during traveling, the downhill slope is set
If it is detected that the electric
It can be made to start. Big slope
If the case is small, the brake operation member is operated
Probability is high. The slope of the slope is, for example,
The steeper the gradient, the greater the difference from the estimated acceleration.
be able to. (16) The pump device has a plurality of brake cylinders.
Each is connected in parallel by a branch passage and each
Of the decompression passage that further branches from the branch passage to the low pressure source
Each is provided with the electromagnetic hydraulic pressure control valve, and the branch
The pump device side from the branch point of the pressure reducing passage of each passage
(1) to (1) where diaphragm devices are installed in the
Brake fluid pressure control device according to any one of 5)PlaceBook
In the brake fluid pressure control device described in the paragraph 1,
Control rake cylinder fluid pressure to different magnitude
be able to. For example, for one brake cylinder
The electromagnetic hydraulic pressure control valve allows the outflow of hydraulic fluid.
If it is put in the state, the throttle corresponding to that brake cylinder
There is a hydraulic pressure difference between the pump side of the device and the electromagnetic hydraulic pressure control valve side.
Occurs. On the other hand, the electromagnetic hydraulic pressure control valve is in the outflow allowable state.
There is no hydraulic pressure difference across the unthrottled device. Electric
The brake fluid pressure control valve is not in the outflow allowable state.
The hydraulic pressure of the Linda is substantially equal to the discharge pressure of the pump device.
In contrast, the solenoid hydraulic control valve
The hydraulic pressure of the cylinder is lower than the discharge pressure of the pump device.
Is. And the hydraulic pressure of the brake cylinder and the pump
The difference between the discharge pressure of the device and the pressure supplied to the electromagnetic hydraulic control valve is
It depends on the amount of energy. Therefore, Pong
The discharge pressure of the brake device to the hydraulic pressure of multiple brake cylinders.
Size according to the largest one (or more)
To control each of the other brake cylinders.
By controlling the electrical energy to the hydraulic control valve, multiple
The hydraulic pressures of the cylinders can be controlled independently of each other.
It is. (17) The control device causes the electric motor to operate in a plurality of blocks.
Control based on the maximum value of the target hydraulic pressure of the rake cylinder.
The maximum target hydraulic pressure controllable motor controller is included in (16).
The described brake fluid pressure control device. For example, the pump device
Electric so that the output pressure is the same as the maximum value of the target hydraulic pressure
The motor is controlled and, if necessary, the electromagnetic hydraulic control valve
Is activated, as described above, multiple brake systems
It is possible to bring the hydraulic pressure of all the binders close to the target hydraulic pressure.
It In the electric motor, the discharge pressure of the pump device is
It is also possible to control the size so that it is larger than the maximum value by the margin value.
It is possible. In this case, if the target hydraulic pressure is the maximum,
The solenoid hydraulic pressure control valve corresponding to the brake cylinder can also be operated.
However, it is necessary to improve the hydraulic pressure control accuracy.
There are many. (18) The pump device has a plurality of brake cylinders.
Each is connected in parallel by a branch passage and each
Of the decompression passage that further branches from the branch passage to the low pressure source
Each of them is equipped with the electromagnetic hydraulic pressure control valve, and
The hydraulic pressure control device controls the pressure reduction of each of the branch passages.
Provide each at the part on the pump device side from the branch point of the passage.
The brake fluid of the hydraulic fluid discharged from the pump
Inflow permissible state in which each inflow is permitted and inflow is blocked
Including a pump cutoff valve that can switch to the inflow blocking state.
If the control device has a plurality of brake cylinders,
The required pressure reduction gradient of the hydraulic pressure of some of the brake cylinders is
Above the preset decompression gradient, other brake series
The required fluid pressure change gradient of the hydraulic pressure of the
If it is on the boosting side,
A pump that switches the corresponding pump shutoff valve to the inflow blocking state
(1) to (17) including the shutoff valve control means
Brake fluid pressure control device according to onePlaceThe blur described in this section
In the hydraulic pressure control device, the pump cutoff valve allows inflow
In the state, the function of the diaphragm device in the above (16) is fulfilled.
You Electromagnetic with the pump shutoff valve kept in the inflow permitted state
If the hydraulic pressure is reduced by controlling the hydraulic pressure control valve,
Hydraulic pressure of multiple brake cylinders can be controlled independently
That is why. On the other hand, the required decompression slope is the set decompression slope
For the brake cylinders above, the pump shutoff valve
By switching to the on / off blocking state,
The pressure is reduced by the control of the electromagnetic hydraulic pressure control valve while being shut off from the
To be done. As described above, the pump shutoff valve is in the inflow permitted state.
It is possible to reduce the pressure of the brake cylinder even in a certain state,
If a particularly large decompression gradient is required,
It is difficult to respond, and the decompression delay occurs. There
Pump shutoff valve shuts off the flow of hydraulic fluid from the pump device
The decompression gradient is increased to prevent the decompression delay from occurring.
It is done. Use the pump shutoff valve for the brake cylinder.
Since there is no need to control the hydraulic pressure of the supplied hydraulic fluid,
It may be a solenoid on-off valve. Note that the breaks that are
If there is a cylinder,
It is possible to shut off both the pump device and the low pressure source.
desirable. To keep the hydraulic pressure constant and stable,
It is possible to prevent outflow and inflow of hydraulic fluid in the cylinder.
Because it is desirable. In this case, the pump shutoff valve and the electromagnetic
By shutting off both the hydraulic control valve and the
Can be reached. (19) The pump device has a small upper limit discharge pressure and discharge flow.
High-pressure low-pressure pump and high-limit discharge pressure and discharge flow rate
Including a high-pressure pump with a small value of (1) to (18)
The brake fluid pressure control device according to claim 1. Pump device
Includes both low pressure and high pressure pumps.
A relatively lightweight and inexpensive pumping device
It is possible to meet the requirements for the discharge flow rate and the discharge pressure. (20) Brake fluid that controls the hydraulic pressure of the brake cylinder
A pressure control device that meets predetermined holding conditions
Holding control to hold the hydraulic pressure of the brake cylinder when
Means and the driver keeps holding the brake cylinder fluid pressure
If it is estimated that
And a brake fluid pressure control device including a holding condition relaxing means. Protection
As for the holding condition relaxation means, the driver wants to continue holding the hydraulic pressure.
It is intended to include a means for estimating the desire to continue holding
be able to. As mentioned above, when the vehicle is at a standstill,
If the required hydraulic pressure change gradient is small, it is rare to continue holding.
Presumed to be desired, and any one of (7) to (11)
The retention conditions are relaxed as described in Section 3. Conventional break
If the hydraulic pressure control device is not scheduled to
Holding control is also included in the relaxation of holding conditions. Well
In addition, the brake fluid pressure control device
As described above, control the pump device dedicated to boosting pressure and reduce pressure.
Control by the electromagnetic hydraulic pressure control valve for
However, it is possible to control by adding the control of the electromagnetic hydraulic pressure control valve for boosting
Even control of booster and depressurizer pumps
It may be controlled by. In addition, pressure increase
Control by controlling the solenoid on-off valve for
May be.

[0004]

BEST MODE FOR CARRYING OUT THE INVENTION A brake device having a brake fluid pressure control device according to an embodiment of the present invention will be described in detail below with reference to the drawings. In FIG. 3, 10 is a brake pedal as a brake operating member, and 12 is a master cylinder. The master cylinder 12 is a tandem type having two pressurizing chambers, and one pressurizing chamber has a wheel cylinder 1 for the left front wheel 16 via a liquid passage 14.
8 is connected, and the wheel cylinder 24 of the right front wheel 22 is connected to the other pressurizing chamber via the liquid passage 20. In this embodiment, one wheel cylinder is connected to one pressurizing chamber. Liquid passage 14,
Master shutoff valves 26 and 28 are provided in the middle of 20, respectively. The master shutoff valves 26 and 28 are connected to the coil O
It is possible to switch between a shut-off state where the wheel cylinder is shut off from the master cylinder 12 and a communication state where the wheel cylinder is communicated with the master cylinder 12 by N and OFF. It is a normally open valve that is kept in the cutoff state by being supplied with current during hydraulic pressure control, but is kept in a communicating state by not being supplied with current during non-hydraulic pressure control. It is returned to the state.

The brake device is provided with a pump device 30. The pump device 30 includes a master reservoir 31 serving as a low pressure source, two pumps 32 and 34, a check valve 35,
36 and the like are included. The two pumps 32 and 34 are
As shown in the figure, the pumps 32 are arranged in parallel with each other, and one of the pumps 32 has a large maximum discharge pressure and a small maximum discharge amount per unit time.
The high pressure pump 32) and the other pump 34
Is a low-pressure large-capacity gear pump (hereinafter, referred to as low-pressure pump 34) having a small maximum discharge pressure and a large maximum discharge amount. The high pressure pump 32 is operated by the high pressure motor 38, and the low pressure pump 34 is operated by the low pressure motor 40. Further, the check valve 35 is a low pressure pump 34.
Of the high pressure pump 32 does not act on the high-pressure pump 32, and the check valve 36, on the contrary, prevents the discharge pressure of the high-pressure pump 32 from acting on the low-pressure pump 34.
Further, although not shown, the low pressure pump 34 and the high pressure pump 3
Relief valves are provided in parallel with each of the two pumps so that the maximum discharge liquid pressure of each pump is used as the relief pressure. By controlling the low-voltage motor 40 and the high-voltage motor 38, it is possible to adjust the discharge pressure and the discharge flow rate of the working fluid discharged from the pump device 30 including the low-pressure pump 34 and the high-pressure pump 32. It is not essential that both the low-pressure pump 34 and the high-pressure pump 32 are gear pumps, and at least one of them can be a plunger pump. If the check valve 36 is an electromagnetic opening / closing valve, the low pressure pump 34
It becomes possible to control the wheel cylinder hydraulic pressure by the reverse rotation of.

A pump passage 42 extends from the discharge side of the pump device 30. The pump passage 42 is branched from the middle, and the tip ends of the branch passages 44 are respectively connected to the wheel cylinders 18 and 24 of the left and right front wheels 16 and 22 and the wheel cylinders 5 of the left and right rear wheels 46 and 48, respectively.
0,52 are attached. In the pump device 30,
The wheel cylinders 18, 24, 50 and 52 are connected in parallel. A pump cutoff valve 54 that connects or disconnects the wheel cylinder and the pump device 30 is provided in the middle of the branch passage 44. The pump shutoff valve 54 is a normally open valve that is kept open when no current is supplied. Further, from the pump cutoff valve 54 of the branch passage 44 on the front wheel side to the wheel cylinders 18, 2
The pressure reducing passage 56 extends from the branch point 55 on the fourth side to the master reservoir 3
A pressure-reducing electromagnetic hydraulic pressure control valve 58 is provided in the pressure-reducing passage 56. Similarly, the pressure reducing passage 60 extends from the branch point 59 on the wheel cylinders 50, 52 side to the master reservoir 31 from the pump shutoff valve 54 of the rear wheel side branch passage 44, and the pressure reducing electromagnetic force is applied to the pressure reducing passage 60. A hydraulic control valve 62 is provided.
The depressurizing electromagnetic hydraulic pressure control valves 58 and 62 will be described later.

As described above, in this embodiment, since the pump cutoff valve 54 is provided in each of the branch passages 44, the hydraulic pressures of the wheel cylinders 18, 24, 50 and 52 can be controlled to different magnitudes. Is possible. Since the pump cutoff valve 54 has a function as a throttle device when it is in the open state, it is allowed that a hydraulic pressure difference occurs before and after the pump cutoff valve 54. Further, since the pressure-reducing electromagnetic hydraulic pressure control valves 58 and 62 are provided on the wheel cylinder side of the pump device 54, the hydraulic pressure of the wheel cylinder can be independently controlled. That is, the hydraulic pressure on the wheel cylinder side of the pump cutoff valve 44 in the branch passage 44 is controlled by the pump device 3 by the control of the electromagnetic fluid pressure control valves 58 and 62 for pressure reduction.
The hydraulic pressure on the wheel cylinder side may be higher or lower than the hydraulic pressure on the 0 side, and the hydraulic pressure on the wheel cylinder side can be controlled independently by controlling the electromagnetic hydraulic pressure control valves 58 and 62.

Further, the wheel cylinders 18 and 24 are
Both the master cylinder 12 and the pump device 30 are connected, but the pump devices 30 are connected to the wheel cylinders 50 and 52, but the master cylinder 12 is not connected. In other words, the depressurizing electromagnetic hydraulic control valve 5 for the master pressure operating wheel cylinders 18 and 24 connected to both the master cylinder 12 and the pump device 30.
8 is a normally closed valve, and the depressurizing electromagnetic hydraulic pressure control valve 62 for the power pressure operated wheel cylinders 50, 52 which is not connected to the master cylinder 12 but is connected to the pump device 30 is a normally open valve. In this embodiment, the pressure reducing electromagnetic hydraulic pressure control valve 58 corresponding to the master pressure operating wheel cylinders 18 and 24 is a normally closed valve, and the pressure reducing electromagnetic hydraulic pressure control valve 62 corresponding to the power pressure operating wheel cylinders 50 and 52. By normally opening the valve, it is possible to operate the brake when the electric system is abnormal while preventing drag.

A stroke simulator 70 is provided in the middle of the liquid passage 20, and the wheel cylinders 18 and 2 are provided.
When the brake cylinders 4, 50, 52 are disconnected from the master cylinder 12 and connected to the pump device 30, the brake pedal 10
An extremely short stroke is avoided. The stroke simulator may be provided on the liquid passage 14 side, between the brake pedal 10 and the master cylinder 12, or at two or more of these three locations.
Further, a stroke sensor 71 for detecting the stroke of the brake pedal 10, a master pressure sensor 72 for detecting the hydraulic pressure of the master cylinder 12, a pump pressure sensor 74 for detecting the discharge pressure of the pump device 30, and the wheel cylinders 18, 2 respectively.
Wheel cylinder pressure sensors 75 to 78 for detecting the hydraulic pressures of 4, 50 and 52 are provided, respectively. As will be described later, it is not essential to provide both the stroke sensor 71 and the master pressure sensor 72, and only one of them may be provided.

The depressurizing electromagnetic hydraulic pressure control valve 58 shown in FIG.
It includes a seating valve 82 and an electromagnetic drive force generator 84. The seating valve 82 includes a valve 90 and a valve seat 9
2 and the electromagnetically biased body 94 that moves integrally with the valve 90.
And a spring 96 as an elastic member as an urging device for urging the electromagnetically urged body 94 in a direction in which the valve element 90 is seated on the valve seat 92. The electromagnetic driving force generation device 84 includes a coil 100, a resin holding member 102 that holds the coil 100, a first magnetic path forming member 104,
The second magnetic path forming body 106 is included. When the coil 100 is excited, a magnetic field is formed. Most of the magnetic flux is
It passes through the first magnetic path forming member 104, the electromagnetically biased member 94, the air gap between the electromagnetically biased member 94 and the second magnetic path forming member 106, and the second magnetic path forming member 106.

When the current supplied to the coil 100 is changed, the magnetic force acting between the electromagnetically biased body 94 and the second magnetic path forming body 106 is changed. The magnitude of this magnetic force is
Increases with the magnitude of the current supplied to the coil 100,
The relationship between the electric current and the magnetic force can be known in advance.
Therefore, by continuously changing the supply current in accordance with the relationship, the force for urging the electromagnetically-biased body 94 (the electromagnetically-biased body 94 of the above-mentioned magnetic force is changed to the second magnetic path forming body 106). This is a force in the direction of approaching, and is hereinafter referred to as an electromagnetic driving force Fs to distinguish it from the biasing force of the spring 96. The electromagnetic driving force is a force in the opposite direction to the biasing force Fk of the spring 96, The force in the direction of separating the child 90 from the valve seat 92) can be changed.

As mentioned above, the electromagnetic hydraulic pressure control valve 58 for pressure reduction is used.
The electromagnetic driving force Fs and the urging force Fk of the spring 96 act on these, and in addition to these, the input side port 108 and the output side port 1 in the direction of separating the valve 90 from the valve seat 92
The differential pressure acting force Fp corresponding to the hydraulic pressure difference with the pressure acting on the actuator 09 acts. The state where the sum of the electromagnetic driving force Fs and the differential pressure acting force Fp is larger than the biasing force Fk of the spring 96 (Fs + Fp> F).
In k), the valve element 90 is kept in the open state in which it is separated from the valve seat 92. On the contrary, when the sum of the electromagnetic driving force Fs and the differential pressure acting force Fp is smaller than the biasing force Fk of the spring 96 (Fs + Fp <Fk), the valve element 90 is in the closed state in which it is seated on the valve seat 92. To be kept. Since the spring 96 has a large biasing force Fk (greater than the maximum output hydraulic pressure of the pump device 30), it is kept closed when the electromagnetic driving force is 0. 58 is a normally closed valve.

In the present embodiment, the current supplied to the coil 100 of the pressure-reducing electromagnetic hydraulic pressure control valve 58 is continuously controlled, and the hydraulic pressures of the wheel cylinders 18 and 24 are controlled. The differential pressure between the input side port 108 and the output side port 109 of the depressurizing electromagnetic hydraulic pressure control valve 58 corresponds to the differential pressure between the hydraulic pressures of the wheel cylinders 18 and 24 and the hydraulic pressure of the master reservoir 31. Since the hydraulic pressure of 31 can be regarded as atmospheric pressure, the wheel cylinder 1
The size corresponds to the liquid pressure of 8, 24. Therefore,
By controlling the electromagnetic driving force Fs, it is possible to control the differential pressure acting force Fp, and it is possible to control the wheel cylinder hydraulic pressure. If the electromagnetic driving force is increased, the hydraulic pressure of the wheel cylinders 18 and 24 is increased. Is reduced. The current supplied to the coil 100 is controlled so that the wheel cylinder hydraulic pressure approaches the target hydraulic pressure.

The depressurizing electromagnetic hydraulic pressure control valve 62 shown in FIG.
Like the pressure-reducing electromagnetic hydraulic control valve 58, the seating valve 1
30 and an electromagnetic driving force generation device 132.
The seating valve 130 includes a valve seat 134, a valve element 136 that can be seated on and separated from the valve seat 134, and a valve element 136.
Spring 138 as an elastic member as a biasing device for biasing the valve seat 134 away from the valve seat 134, and the valve element 136.
The driving member 140 for driving the electromagnetic wave and the electromagnetically biased body 142 are included. The drive member 140, the valve element 136, and the electromagnetically biased body 142 are movable integrally.

The electromagnetic driving force generator 132 includes a coil 14
4, a holding member 145 for holding the coil 144, a first magnetic path forming member 146, and a second magnetic path forming member 148 fixed to the main body of the depressurizing electromagnetic hydraulic pressure control valve 62.
When the coil 144 is excited, the first magnetic path forming body 146,
The electromagnetically biased body 142, the gap between the electromagnetically biased body 142 and the second magnetic path forming body 148, and the magnetic field passing through the second magnetic path forming body 148 are formed, so that the electromagnetically biased body 142 is moved to the second An electromagnetic driving force is generated in the direction of approaching the magnetic path forming member 148. If the electromagnetically biased body 142 is brought closer to the second magnetic path forming body 148 by the electromagnetic driving force, the valve 136
Are brought closer to the valve seat 134. When the electromagnetic driving force is set to 0, the valve element 136 is separated from the valve seat 134 by the biasing force of the spring 138, and is kept in the open state.

In this pressure-reducing electromagnetic hydraulic pressure control valve 62, the electromagnetic driving force Fs is equal to the differential pressure acting force Fp and the spring 13.
If less than the sum of the biasing force Fk of 8 (Fs <Fp + F
Although it is kept open at k), it can be ignored because the biasing force of the spring 138 is very small. When the electromagnetic driving force Fs is 0, it is maintained in the open state, and the depressurizing electromagnetic hydraulic pressure control valve 62 is a normally open valve. On the contrary, the electromagnetic driving force Fs is equal to the differential pressure acting force Fp and the spring 13
If it is larger than the sum of the biasing force Fk of 8 (Fs> Fp + Fk
) Is kept closed. If the electromagnetic driving force is reduced,
The hydraulic pressure of the wheel cylinders 50 and 52 can be reduced. In the present embodiment, by controlling the supply current, the wheel cylinder hydraulic pressure approaches the target hydraulic pressure,
Controlled.

This hydraulic brake device includes PU152, R
AM 153, ROM 154, input section 155, output section 15
A brake fluid pressure control device 160 including a computer including 6 is provided. Brake fluid pressure control device 16
The input unit 155 of 0 has the stroke sensor 7 described above.
1, a master pressure sensor 72, a pump pressure sensor 74, wheel cylinder pressure sensors 75 to 78, a wheel speed sensor 162 to 165 for detecting the rotation speed of each wheel, and a brake switch for detecting that the brake pedal 10 is depressed. 166, a throttle sensor 168 as an accelerator operation state detecting device for detecting whether or not the accelerator pedal (not shown) is depressed, a steering angle sensor 170 for detecting a steering angle of a steering wheel (not shown), and the brake device The yaw rate sensor 172 that detects the yaw rate of the vehicle is connected, and the drive control device 174 that controls the drive source of the vehicle in which the brake device is mounted is connected. To the output unit 156, the coils of the electromagnetic control valves described above are connected via a drive circuit (not shown), and the high voltage motor 38 and the low voltage motor 40 are connected via drive circuits 176 and 178, respectively. .. In the ROM 154, a control program for the electromagnetic hydraulic pressure control valve and the like shown in the flowchart of FIG. 6, a flow chart of the flowchart is omitted, but a brake hydraulic pressure control program for normal braking, a brake assist control program for emergency braking, an antilock control program , Various programs such as a vehicle stability control program, a pump motor control program, and tables represented by the maps in FIGS. 8 and 13 are stored.

The pedal effort of the brake pedal 10 is obtained based on the detection results of the stroke sensor 71 and the master pressure sensor 72. Due to the influence of the first fill, there is a delay in increasing the hydraulic pressure of the master cylinder 12 at the beginning of the depression of the brake pedal 10. Therefore, the pedaling force is acquired based on the detection result of the stroke sensor 71 in the low pressure region, and is acquired based on the detection result of the master pressure sensor 72 in the high pressure region. Also,
When an abnormality occurs in one of the stroke sensor 71 and the master pressure sensor 72, the pedal effort is detected based on the detection result of the other. Further, the wheel speed sensors 162 to 16
5 based on the wheel speeds detected by the vehicle wheel 5, the estimated vehicle speed acquired based on these wheel speeds,
The braking slip states of 22, 46, and 48 are acquired, and antilock control is performed based on the braking slip states.
Further, the speed of change per unit time of the estimated vehicle speed acquired based on the wheel speed is set as the actual acceleration. In the present embodiment, the wheel speed sensors 162 to 165 also serve as acceleration sensors. Further, the steering angle sensor 170,
Vehicle stability control is performed based on the detection result and the like detected by the yaw rate sensor 172.

The drive control device 174 supplies information representing the magnitude of the drive torque applied to the vehicle. The drive source of the vehicle includes at least one of an engine as an internal combustion engine and an electric motor, and the sum of these drive torques is the drive torque applied to the vehicle. Also,
Although not shown, the drive circuits 176 and 178 include a control drive circuit and an applied voltage increasing drive circuit. Normally, the voltage controlled by the control drive circuit is a high voltage or low voltage motor. When the required hydraulic pressure increase gradient is larger than the set pressure increase gradient, a voltage higher than the battery voltage is applied via the applied voltage increase drive circuit. The applied voltage increase drive circuit can be, for example, an electric circuit including switches such as a coil, a capacitor, and a transistor, a DC-DC converter, or a boost converter.

The operation of the brake device constructed as above will be described. When the brake pedal 10 is depressed, the brake hydraulic pressure control program during normal braking is executed. The target wheel cylinder hydraulic pressure (hereinafter simply referred to as the target hydraulic pressure) is obtained by executing the brake hydraulic pressure control program during normal braking, and the target hydraulic pressure has a magnitude corresponding to the pedal effort of the brake pedal 10. And
The pump device 30 and the depressurizing electromagnetic hydraulic pressure control valves 58 and 62 are controlled so that the difference between the target hydraulic pressure and the actual wheel cylinder (hereinafter simply referred to as the actual hydraulic pressure) becomes small.
In the present embodiment, the master shutoff valves 26, 28 are kept in the shutoff state, and the pump shutoff valve 54 is kept in the communicating state.
The wheel cylinders 18, 24, 5 by the control of 8, 62 (the control of the low-voltage motor 40, the high-voltage motor 38, and the control of the current supplied to the coils 100, 144).
The hydraulic pressures of 0 and 52 are commonly controlled.

When the braking slip becomes excessive with respect to the friction coefficient of the road surface, antilock control is performed. Each wheel 16,
The wheel cylinders 18, 24, 50, 5 are arranged so that the braking slip states of 22, 46, 48 are maintained in proper states.
The target hydraulic pressure of 2 is obtained by executing the antilock control program. In the present embodiment, the master shutoff valves 26, 28 are switched to the shutoff state, and the pump device 30
Also, the depressurizing electromagnetic hydraulic pressure control valves 58 and 62 are controlled, and the pump shutoff valve 54 is controlled. The pump shutoff valve 54 is maintained in the closed state when the rapid pressure reduction control and the holding control are performed, and is kept in the open state when the slow pressure reduction control and the pressure increase control are performed.

When the turning state of the vehicle exceeds the set state, vehicle stability control is performed. By executing the vehicle stability control program, the steering angle sensor 17
0, when the spin value and the drift-out value acquired based on the detection result of the yaw rate sensor 172 exceed predetermined set values SV _S and SV _D , a yawing moment in the direction of suppressing the spin and the drift-out is generated. Thus, the target hydraulic pressure of each wheel cylinder is obtained. In this embodiment, the pump device 3
0, the pressure reducing electromagnetic hydraulic pressure control valves 58 and 62 are controlled, and the pump shutoff valve 54 is controlled.

When the operation speed of the brake pedal 10 is higher than a predetermined set speed, the brake assist control during emergency braking is performed. By executing the brake assist control program during emergency braking, each wheel cylinder 1
The target hydraulic pressures of 8, 24, 50 and 52 are determined to have magnitudes corresponding to the operation speed. The target hydraulic pressures of the wheel cylinders are the same.

When the fluid pressure control is completed, the master shutoff valves 26, 28 are returned to the communicating state, and the supply current to the coils 100, 144 of the pressure reducing electromagnetic fluid pressure control valves 58, 62 becomes zero.
To be The hydraulic fluid of the master pressure operated wheel cylinders 18, 24 is returned to the master reservoir 31 via the master cutoff valves 26, 28, and the power pressure operated wheel cylinders 50, 5
The second hydraulic fluid is returned via the pressure-reducing electromagnetic fluid pressure control valve 62. When an abnormality occurs in the electric system, it is turned off. The master shutoff valves 26, 28 are returned to the communicating state, the depressurizing electromagnetic hydraulic pressure control valve 58 is turned off, and the depressurizing electromagnetic hydraulic pressure control valve 62 is returned to the communicating state. The master pressure operation wheel cylinders 18 and 24 are disconnected from the pump device 30 and communicated with the master cylinder 12. Since the depressurizing electromagnetic hydraulic pressure control valve 58 is in the shut-off state, the brake fluid is actuated by supplying the hydraulic fluid of the master cylinder 12 to the wheel cylinders 18 and 24.
The pump shutoff valve 54 is returned to the communication state, but the check valve 3
5 and 36 prevent the hydraulic fluid in the wheel cylinders from being returned to the master reservoir 31 via the pump device 30.

The pump device 30 is controlled according to the execution of the pump device control program. In the present embodiment, as shown in FIG. 13, the discharge pressure and discharge flow rate of the hydraulic fluid discharged from the low-pressure pump 34 (abbreviated as discharge flow rate, etc.) under the control of the low-voltage motor 40 are within the range of the region 1. Controlled in. The control of the high-voltage motor 38 is added, whereby the high-pressure pump 32 and the low-pressure pump 34
The discharge flow rate and the like are controlled within the range of the region 2. The state represented by the range of the region 3 is the low-voltage motor 40.
It is possible to realize it by making the voltage applied to at least one of the high-voltage motor 38 and the high-voltage motor 38 higher than the battery voltage. In this case, the discharge flow rate of the pump device 30 is maximized. , These are difficult to control.

In the present embodiment, when common hydraulic pressure control such as brake hydraulic pressure control during normal braking and brake hydraulic pressure control during emergency braking is performed, the output from the pump device 30 detected by the pump pressure sensor 74. At least one of the low-pressure motor 40 and the high-pressure motor 38 is controlled according to the map shown in FIG. 13 so that the discharge pressure (hereinafter, referred to as pump pressure) of the hydraulic fluid to be generated approaches the target hydraulic pressure.
When the operating force of the brake pedal 10 is relatively small,
When the low-voltage motor 40 is controlled and the operating force increases,
The control of the high-voltage motor 38 is also added. Also,
When independent hydraulic control such as anti-lock control and vehicle stability control is performed, the pump pressure is controlled so as to approach the maximum target hydraulic pressure of the wheel cylinders 18, 24, 50, 52. If the pump pressure is the maximum value of the target hydraulic pressure, all wheel cylinders 18, 24, 5
It is possible to bring the hydraulic pressure of 0.52 close to the target hydraulic pressure. Further, when the required hydraulic pressure change gradient (the value obtained by subtracting the previous target hydraulic pressure from the target hydraulic pressure at this time) is equal to or greater than the set pressure increase gradient, the applied voltage to the high-voltage motor 38 and the low-voltage pomotor 40 is increased. It should be higher than the battery voltage. The discharge capacities of the high-pressure pump 32 and the low-pressure pump 34 are maximized, and the pressure increase gradient of the wheel cylinder hydraulic pressure can be increased.

The pump device 30, the pump shut-off valve 54, and the electromagnetic fluid pressure control valves 58, 62 for pressure reduction are controlled in accordance with the execution of a control program such as the electromagnetic fluid pressure control valve shown in the flow chart of FIG. Step 1 (hereinafter S
It is abbreviated as 1. The same applies to other steps. )
At, it is determined whether or not the hydraulic pressure is being controlled. In the present embodiment, it is determined whether the target hydraulic pressure of at least one brake cylinder is greater than zero. As described above, the target hydraulic pressure is determined according to the execution of the hydraulic pressure control program (which is a general term for the brake hydraulic pressure control program during normal braking). Therefore, when the target hydraulic pressure is 0 or more,
It can be said that the hydraulic pressure is being controlled.

When the hydraulic pressure control is not being performed, it is detected whether or not a situation in which it can be predicted that the pressure increasing condition will be satisfied will occur in the near future. In the present embodiment, when the brake pedal 10 is depressed, the pressure increase condition is satisfied and the pressure increase command is issued, so it is detected whether or not there is a sign that the brake pedal 10 is depressed. The state where the vehicle is traveling downhill and the accelerator pedal is not depressed is regarded as a sign that the brake pedal 10 is depressed in the near future, and the low-voltage motor 40 is started. Thereby, when the brake pedal 10 is actually depressed, it is possible to suppress a delay in braking effectiveness. In the present embodiment, in S2 and S3, it is determined whether the vehicle is traveling downhill, and whether the accelerator pedal is not depressed. If both of the determinations are YES, the driving of the low-voltage motor 40 is started in S4,
If either determination is NO, in S5,
Termination processing is performed. S5 is executed even when the fluid pressure control is finished, but is also executed before it is started, so that the electromagnetic opening / closing valves 26 and 28 are returned to the open state and the pump shutoff valve 54 is opened. Then, the voltage applied to the coils 100, 144 of the pressure-reducing electromagnetic hydraulic pressure control valves 58, 62 is set to 0, and the operation of the pump device 30 is stopped. Also, initialization of each parameter and the like is performed. The low-voltage motor 40 is driven while the vehicle is traveling downhill and the accelerator pedal is not depressed, but when the traveling road surface is not downhill, or when the accelerator pedal is depressed. , S5, the rotation of the low voltage motor 40 is stopped.

The determination as to whether or not the vehicle is traveling downhill is made by executing a program for determining whether the vehicle is traveling downhill as shown in the flowchart of FIG. In S21, the estimated vehicle body speed is acquired based on the output results of the wheel speed sensors 162 to 165, and the change speed of the estimated vehicle body speed per unit time is set as the actual acceleration α. In S22, the estimated acceleration α'is obtained based on the information indicating the drive torque F supplied from the drive control device 174. The estimated acceleration α'is a value obtained from the expression α '= (F-F') / M, where M is the vehicle weight and F'is the road load torque as shown in the map shown in FIG. To
When the vehicle speed is high, the curve becomes large. This is because it is estimated that when the vehicle speed is high, the load received from the road surface is large and the drive torque is substantially small.

When the actual acceleration α and the estimated acceleration α'are the same, it is considered that the vehicle is traveling on a flat road surface, and when the actual acceleration α is smaller, it is considered that the vehicle is traveling uphill. If the actual acceleration α is larger, it is determined that the vehicle is traveling downhill. In S23, it is determined whether the actual acceleration α is larger than the estimated acceleration α ′. If it is larger, the determination is YES, and it is determined in S24 that the vehicle is traveling downhill. When the drive source includes both the engine and the electric motor, the drive torque F is acquired based on the operating states of both of them, and when the drive source includes one of them, the operation of either one of them is performed. Obtained based on state. If the low-voltage motor 40 is started while the vehicle is traveling downhill and the operation of the accelerator operation member is released, as shown in FIG. 15, when the brake pedal 10 is stepped on, the wheel is immediately pressed. The cylinder hydraulic pressure can be increased, and the pressure increase delay can be reduced.

On the other hand, when the hydraulic control is being performed, the determination in S1 is YES, and it is determined in S6 whether or not the vehicle is stopped. In this step, it is determined whether or not the estimated vehicle body speed is lower than a predetermined set speed. At the beginning of the hydraulic control, the judgment is NO in most cases, and S
In step 7, the target hydraulic pressure determined by executing the hydraulic control program is read, and the required hydraulic pressure change gradient ΔPref
Is required. At S8, the required hydraulic pressure change gradient ΔPre
It is determined whether or not f is larger than a preset pressure increase gradient. At the start of stepping on the brake pedal 10, the required hydraulic pressure change gradient ΔPref often becomes larger than the set pressure increase gradient, and the determination is YES. In S9, both the applied voltages to the low-voltage motor 40 and the high-voltage motor 38 are set to the battery level. The voltage is set to a value larger than the voltage of the above, and the depressurizing electromagnetic hydraulic pressure control valves 58 and 62 are switched to the closed state. As shown in FIG. 14, if the applied voltage is increased, the low voltage motor 4
0, the output torque of the high-pressure motor 38 increases, the discharge flow rate of the hydraulic fluid discharged from the pump device 30 increases, and the wheel cylinder hydraulic pressure can be increased rapidly. At the time of emergency braking, when the operation of the brake pedal 10 is started, the required hydraulic pressure change gradient becomes equal to or higher than the set pressure increase gradient,
It is possible to reduce the pressure increase delay in these cases. In the present embodiment, the set pressure increase gradient has a magnitude that cannot be realized in the control range in the area 2 in FIG. A voltage larger than the maximum voltage of the battery is applied while the required hydraulic pressure change gradient is large.

The low-voltage motor 40 and the high-voltage motor 3
By applying a voltage higher than the voltage of the battery to 8, it is possible to increase the discharge flow rate of the hydraulic fluid from the pump device 30 and the like, so that the low-voltage motor 40 and the high-voltage motor 38 do not have a large capacity. The pressure increase gradient can be increased. In order to widen the control range of the pump such as the discharge flow rate, it is necessary to increase the capacity of the pump motor, which inevitably increases the cost, but in the present embodiment, the control range is not large but large. The discharge pressure of the hydraulic fluid discharged from the pump is maximized only when the pressure increase gradient is required. In this case, it is impossible to control the discharge amount and the magnitude of the discharge pressure itself. However, when a gradient higher than the set pressure increase gradient is required, it is sufficient if the pressure can be increased with a large gradient. The need to control size is low. By doing so, it is possible to increase the wheel cylinder hydraulic pressure at a gradient equal to or higher than the set pressure increase gradient while avoiding an increase in cost. While the required pressure increase gradient is equal to or higher than the set pressure increase gradient, the applied voltage is not increased and the wheel cylinder hydraulic pressure reaches a preset hydraulic pressure,
It can also be made larger.

When the required hydraulic pressure change gradient is smaller than the set pressure increase gradient, the determination at S8 is NO, and at S10, whether the hydraulic pressure control is either antilock control or vehicle stability control. Is determined. All of these controls are wheel cylinders 18 and 2
This is a control in which the target hydraulic pressures of 4, 50, and 52 are not necessarily the same, and is called independent hydraulic control. When these controls are not performed, that is, in the brake fluid pressure control during normal braking and the brake fluid pressure control during emergency braking, the target fluid pressures of the wheel cylinders 18, 24, 50, 52 are set to the same magnitude. This control is referred to as common hydraulic pressure control.

When the common hydraulic pressure control is being performed, S
The determination in 10 is NO, and the common hydraulic pressure control shown in the flowchart of FIG. 9 is performed in S11. S
At 31, the hydraulic pressure deviation ΔP, which is the difference between the target hydraulic pressure and the actual hydraulic pressure, is obtained, and at S32 and 33, the hydraulic pressure deviation ΔP.
, Which of the pressure increasing region, the holding region (dead zone) and the pressure reducing region shown in FIG. Hydraulic pressure deviation Δ
If P belongs to the holding region, the holding control is performed in S34, if it belongs to the pressure increasing region, pressure increasing control is performed in S35, and if it belongs to the pressure reducing region, pressure reducing control is performed in S36. In the common hydraulic pressure control, the pump cutoff valve 54 is kept open.

In the pressure increase control, as shown in FIG.
By controlling at least one of the low pressure motor 40 and the high pressure motor 38, the discharge pressure of the pump device 30 is controlled to approach the target hydraulic pressure, and the depressurizing electromagnetic hydraulic pressure control valves 58 and 62 are kept closed. Be drunk In the holding control, the low-voltage motor 40 and the high-voltage motor 38 are stopped, and the depressurizing electromagnetic hydraulic pressure control valves 58 and 62 are kept closed. Since the hydraulic fluid is not supplied to the wheel cylinders, the hydraulic pressure of the wheel cylinders is not increased even if the pump cutoff valve 54 is not closed. In the pressure reduction control, the low pressure motor 40 and the high pressure motor 38 are stopped, and the hydraulic pressure deviation ΔP is 0 due to the control of the pressure reducing electromagnetic hydraulic pressure control valves 58 and 62.
Can be approached to.

As described above, in the common hydraulic pressure control, the wheel cylinder hydraulic pressure is changed to the pump device 3 in the pressure increase control.
By controlling the discharge flow rate of the hydraulic fluid output from 0, the hydraulic pressure is controlled, and in the holding control, the pump device 30 is stopped and the depressurizing electromagnetic hydraulic pressure control valves 58 and 62 are closed. The liquid pressure is held by the switching, and in the pressure reduction control, the fluid pressure is controlled by controlling the pressure-reducing electromagnetic fluid pressure control valves 58 and 62 while the pump device 30 is stopped. As described above, in the common hydraulic pressure control, the hydraulic pressure of the wheel cylinders controls the operating state of the pump device 30 and the electromagnetic hydraulic pressure control valves 58, 6 for pressure reduction.
It is controlled by the control of No. 2 and not by the control of the pressure increasing electromagnetic hydraulic pressure control valve and the pressure reducing electromagnetic hydraulic pressure control valve as in the conventional brake hydraulic pressure control device. Further, the pump cutoff valve 54 is kept open. In other words, the pump cutoff valve 54 is unnecessary, and if the pump cutoff valve 54 is provided, the cost can be reduced accordingly.

On the other hand, when the anti-lock control and the vehicle stability control are being performed, the determination in S10 is YES, and the independent hydraulic pressure control shown in the flowchart of FIG. 10 is performed in S12. S4
1, each wheel cylinder 18, 24, 50, 5
The maximum value Prefmax of the target hydraulic pressure of 2 is obtained, and at S42, at least one of the low pressure motor 40 and the high pressure motor 38 is operated by the wheel cylinders 18, 24, 50, 52.
The target hydraulic pressure is controlled based on the maximum value Prefmax of the target hydraulic pressure. In the independent hydraulic control, the pump device 30 is maintained in the operating state. At S43, the required hydraulic pressure change gradient Δ
It is determined whether there is a wheel cylinder whose Pref is smaller than the negative set gradient, that is, whether there is a wheel cylinder whose required pressure reduction gradient is larger than the set pressure reduction gradient.
If there is a wheel cylinder that needs to be subjected to sudden pressure reduction control, in S44 and 45, the pump shutoff valve 54 for that wheel cylinder is closed and the pressure reducing electromagnetic hydraulic pressure control valves 62 and 58 are controlled. As a result, the actual hydraulic pressure approaches the target hydraulic pressure. In the independent hydraulic pressure control, at least one of the low pressure motor 40 and the high pressure motor 38 is controlled based on the maximum target hydraulic pressure, so that the wheel cylinder to be subjected to the rapid pressure reduction control is the hydraulic fluid discharged from the pump device 30. It is desirable not to be supplied. Thereby, it is possible to quickly reduce the pressure.

On the other hand, for the wheel cylinders which are not subject to the sudden pressure reduction control, the hydraulic pressure deviation Δ
P is obtained, and in S47 and S48, it is determined whether the hydraulic pressure deviation ΔP belongs to the pressure increasing region, the holding region, or the pressure reducing region. As shown in FIG. 11, in the case of belonging to the pressure increasing region, in S49, the pump shutoff valve 54 is kept open and the depressurizing electromagnetic hydraulic pressure control valves 58 and 62 are controlled, so that the actual hydraulic pressure is increased. Is close to the target hydraulic pressure. As described above, since the hydraulic fluid having the maximum target hydraulic pressure is supplied from the pump device 30, the electromagnetic fluid pressure control valves 58, 62 for pressure reduction are provided.
May need to be controlled. The pressure-reducing electromagnetic hydraulic pressure control valves 58 and 62 may be kept closed.
If it belongs to the holding region, both the pump shutoff valve 54 and the depressurizing electromagnetic hydraulic pressure control valves 62 and 58 are kept closed in S50. By preventing the hydraulic fluid from flowing in and out of the wheel cylinder, it is possible to maintain the hydraulic pressure in a stable manner. If it belongs to the slow decompression region, S
In 51, with the pump shutoff valve 54 kept in the open state, by controlling the electromagnetic fluid pressure control valves 62 and 58 for pressure reduction,
The actual hydraulic pressure approaches the target hydraulic pressure.

As described above, in the independent hydraulic pressure control, the output hydraulic pressure of the pump device 30 is controlled to a magnitude corresponding to the maximum target hydraulic pressure, so that the pump device for the wheel cylinder in which the rapid pressure reduction control is performed is performed. Cut off from 30. As a result, the hydraulic pressure can be reduced with a large gradient, and the pressure reduction delay can be reduced. Further, with respect to the wheel cylinder for which the holding control is performed, both the pump device 30 and the master reservoir 31 are shut off, so that the hydraulic pressure can be kept constant. Further, the pump shutoff valve 54
Has a throttling function, it is allowed to have a hydraulic pressure difference between the brake cylinders.

When the vehicle is in the stopped state, the determination in S6 is YES, and in S13, the control program during stop shown in the flowchart of FIG. 12 is executed. In S61, one of pressure increase, pressure retention, and pressure reduction
The threshold value for selecting the two is set to a value EPS 'larger than the threshold EPS. Then, in S62, the hydraulic pressure deviation is obtained, and in S63 and 64, the pressure increase region,
It is determined which of the holding area and the decompression area it belongs to. If it belongs to the holding region, the holding control is performed in S65, and if it belongs to the pressure reducing region, the pressure reducing control is performed in S66.
At 67, it is determined whether or not the wheel speed is equal to or lower than a set speed that can be regarded as almost zero. When the speed is higher than the set speed, the pressure increase control is performed in S68, but when the speed is lower than the set speed, the holding control is performed in S65. If the wheels are rotated even when the brake pedal 10 is stepped on when the vehicle is stopped, the braking force may be delayed because the following vehicle may collide when the vehicle is stopped by a stop signal or the like. However, in other cases, there is no need to increase the pressure, so the hydraulic pressure is kept constant. Thus, by increasing the pressure only when it is really necessary and maintaining the holding state in other cases, it is possible to improve the driver's brake feeling and reduce energy consumption in the stopped state. .

As described above, in the present embodiment, the brake fluid pressure control device 160 and the master pressure sensor 72,
A control device is constituted by the stroke sensor 71, the pump pressure sensor 74, and the like. Also, of the control device, Ri by the portion or the like to perform S8,9 of the brake fluid pressure control device 160
Motor control device is formed. Further, the brake switch 166, the stroke sensor 71, the hydraulic pressure control device 160.
The brake fluid pressure control program at the time of normal braking and the brake fluid pressure control program at the time of emergency braking are executed. Preliminary motor starting means is constituted by the parts and the like. The pre-motor starting means is also a motor starting means during downhill traveling. The hydraulic pressure control device 1
The pump cutoff valve control means is constituted by the portion of S60 that executes S44 and the like.

In the above embodiment, in the stopped state, the threshold value EPS of the hydraulic pressure deviation ΔP when any one of pressure increase, pressure decrease, and hold is selected is increased and the pressure increase is increased. Even when is selected, the holding is performed when the wheel speed is low, but the threshold value may be increased in the stopped state. If the threshold is increased in the stopped state,
The holding is facilitated (the dead zone is widened) and the same effect can be obtained. The same effect can be obtained by performing the holding control when the required hydraulic pressure change gradient is equal to or less than the set change gradient during the common hydraulic pressure control. In S11, the common hydraulic pressure control shown in the flowchart of FIG. 16 is performed.

In S81, it is determined whether or not the required hydraulic pressure change gradient is within the set range, and if it is within the set range, S82.
The holding control is performed at. It is determined whether or not the required hydraulic pressure change gradient is due to an unconscious change in the depression force of the brake pedal 10 by the driver.
In the range of the change caused by the unconscious change (the lower limit threshold value RPFL (t) to the upper limit threshold value RPFU (t)), the hydraulic pressure of the wheel cylinder changes according to the required hydraulic pressure change. It is designed not to be allowed. The pump device 30 is stopped, the pump shutoff valve 54 is kept open, and the depressurizing electromagnetic hydraulic pressure control valves 58, 62 are kept closed.

Next, in S83, it is determined whether or not the elapsed time after the holding control is performed exceeds the set time Ts. Before the set time elapses, the setting range is S
In (84), the lower limit threshold value RPFL (1) to the upper limit threshold value RPFU (1) remains unchanged, but if the set time elapses, in S85, the (lower limit threshold value RPFL (2) to
The upper threshold value RPFU (2)). Lower threshold R
PFL (2) is a value smaller than the lower threshold RPFL (1), and the upper threshold RPFU (2) is the upper threshold RPF.
It is a value larger than U (1). As a result, the set gradient is increased when the holding control is continuously performed for a long time, which facilitates the holding control and increases the frequency of the holding control.

On the other hand, the fluid pressure demand change gradient is within the set range (lower limit threshold value RPFL (t) to upper limit threshold value RPF).
If it is not in U (t)), the timer is reset and t is set to 1 in S86, and the control similar to that in S31 and subsequent steps is performed in S87 and subsequent steps. In the present embodiment, by the portion or the like to perform S81~85 of the brake fluid pressure control device 160 is retained control means is configured, S8
Hold condition relaxing means by for portions for performing the 3-85 is constructed. In S85, the lower limit threshold value RP
Although FL (t) is made small and the upper limit threshold value RPFU (t) is made large, either one may be changed. Even in that case, the setting range can be expanded.

Further, in the above embodiment, any one of pressure increase, pressure decrease and holding is selected based on the hydraulic pressure deviation, but the required hydraulic pressure gradient should be taken into consideration. You can An example thereof is shown in FIG. In the present embodiment, even if the hydraulic pressure deviation is larger than the set deviation EPS, if the required hydraulic pressure change gradient is smaller than the set gradient, the holding control is selected instead of the pressure increase control, and the hydraulic pressure deviation is a negative set deviation. Even if it is smaller than (-EPS), if the required hydraulic pressure change gradient is larger than the set gradient, it is possible to perform holding control instead of pressure reduction control. By doing so, the frequency of holding control is increased, and energy consumption can be reduced accordingly.
In cases other than the stopped state, it is also possible to perform control that considers the required hydraulic pressure change gradient. Further, the absolute values of the threshold value when the pressure increase is selected and the threshold value when the pressure decrease is controlled may be different from each other.

Further, in the above embodiment, the downhill running
The operation of the accelerator operation member is
If the low pressure motor 40 is started,
However, it was running downhill and the slope of the slope was large.
It can also be made to be able to be activated when it reaches a threshold. Slope
The gradient of is obtained according to the difference between the actual acceleration and the estimated acceleration.
You can In addition, simply operate the accelerator pedal
If the vehicle is released,
When a condition that is looser than the stability start condition is satisfied
It can also be started. For example, the vehicle
For stability control, spin value, drift
Toe out value is set value SVs, SV _DSmaller than
Circle stability control start prediction set values SVs', SV
_DIf the value exceeds ′, start the low-voltage motor 40.
You can

Further, during the brake fluid pressure control during normal braking, the low pressure motor 40 is started when the sign that the pressure increasing control is performed is detected while the holding control and the pressure reducing control are being performed. Can also Since the low-voltage motor 40 and the high-voltage motor 38 are in a stopped state during the holding control and the pressure reduction control, in these cases, the low-voltage motor 40 is started when the precursor of the pressure-increasing control is detected. If it is possible, the pressure increase delay can be reduced. For example, it is assumed that when the hydraulic pressure deviation ΔP becomes larger than the threshold value EPS ^{* which} is smaller than the threshold value EPS, there is a sign that the pressure increase command is issued. In this case, during execution of S34, it may be determined whether or not the hydraulic pressure deviation ΔP becomes larger than a threshold value EPS ^* smaller than the threshold value EPS.

Further, in the above embodiment, when the required pressure increase gradient is equal to or higher than the set gradient, the voltage applied to both the high voltage motor 38 and the low voltage motor 40 is set to be equal to or higher than the maximum voltage of the battery. However, when the low voltage motor 40 is switched from the non-operating state to the operating state, only the voltage applied to the low voltage motor 40 may be increased. In this case, it is possible to increase the set time only, increase the required pressure increase gradient to be less than or equal to the set gradient, or increase the set hydraulic pressure. In this case, the operation-starting motor control program shown in the flowchart of FIG. 18 is executed by interruption every set time. In S101, it is determined whether or not the operation start control flag is set, and if it is not set, in S102, the low voltage motor 4 is set.
It is determined whether 0 is switched from the inactive state to the active state. If the operation is started, the judgment is YES.
Then, in S103, the operation start control flag is set, and in S104, a voltage higher than that of the battery is applied. In S105, it is determined whether or not the set time has elapsed after the applied voltage has increased, and before the elapse, the operation start time control is continuously performed, but after the elapse, the operation start time control is performed in S106. The flag is reset. After that, the pump device 30 is controlled according to the execution of the above-mentioned motor control program. When the brake pedal 10 is switched from the non-operated state to the operated state, the common hydraulic pressure control is being performed, and the holding / pressure reducing control is switched to the pressure increasing control.
Although the non-operating state is switched to the operating state, a large voltage is applied in these cases, and the operation delay of the low pressure pump 34 can be reduced.

When the required pressure increase gradient is equal to or higher than the set pressure increase gradient, only the low voltage motor 40 is in the operating state, and when the high voltage motor 38 is in the non-operating state, the application to the low voltage motor 40 is performed. When the voltage is increased and the high-voltage motor 38 is also in the operating state, the voltage applied to the high-voltage motor 38 can be increased. Furthermore, it is not essential to apply a voltage higher than the voltage of the battery, and a voltage higher than that during normal control can be applied. In this case, the drive circuits 176 and 178
The drive circuit for increasing the applied voltage included in (3) may be a circuit capable of applying a voltage of a predetermined magnitude that is larger than the upper limit value of the normal control range and is equal to or less than the maximum voltage of the battery.

Further, in the above embodiment, both the pre-pump start control and the applied voltage increase control are performed, but it is not necessary to perform both of them, and either one may be performed. In that case Also, the pressure increase delay can be reduced. Further, it is not essential that all of the pre-pump start control, the applied voltage increase control, the control during stop, the common hydraulic pressure control, and the independent hydraulic pressure control be performed, and at least one control may be performed. When the independent hydraulic control is not performed, it is sufficient if the pressure-reducing electromagnetic hydraulic control valve is provided in common to all the wheel cylinders 18, 24, 50, 52, and the pump shutoff valve 54 is not necessary. Is.

Further, in the above embodiment, in the independent hydraulic control, the pump device 30 is always controlled based on the maximum value of the target hydraulic pressure of the wheel cylinders 18, 24, 50, 52. However, when the holding or the pressure reduction is selected for all the wheel cylinders 18, 24, 50, 52, the operation of the pump device 30 can be stopped. For example, in FIG.
As shown in 9, the hydraulic pressure deviation ΔP is obtained in S121. By comparing the hydraulic pressure deviation ΔP with a threshold value, one of pressure increase, pressure retention and pressure reduction is selected for each wheel cylinder, and the control selected in S122 for all wheel cylinders is pressure retention or pressure reduction. It is determined whether or not. In other words, it is determined whether or not there is at least one wheel cylinder for which pressure increase has been selected.
When there is one or more wheel cylinders for which pressure increase control is selected, in S123, the pump device 30 is controlled based on the maximum value of the target hydraulic pressure as in the case described above.
If there is no wheel cylinder for which pressure increase control is selected, the operation of the pump device 30 is stopped in S124, and the pump shutoff valve 54 and the pressure-reducing electromagnetic hydraulic pressure control valve 5 are activated.
The hydraulic pressure is controlled by the control of 8, 62. As described above, in the case of the holding control, both the pump cutoff valve and the electromagnetic fluid pressure control valve for decompression are closed, and in the case of the pressure reduction control, the pump cutoff valve is kept open. The hydraulic pressure is controlled by controlling the electromagnetic fluid pressure control valve for pressure reduction. According to the present embodiment, when the holding or the pressure reduction is selected for all the wheel cylinders, the pump device 30 is used.
Since the operation of is stopped, the energy consumption can be reduced accordingly.

The threshold value and the like need not be the same on the pressure increasing side and the pressure reducing side, and may be different from each other. The mode of control, etc., is not limited to the above embodiment. Furthermore, in the above embodiment, the pump device 30 was provided with both the low pressure pump 34 and the high pressure pump 32, but the number of pumps provided may be one. Further, the brake fluid pressure control device can be made traction controllable. Furthermore, the pump shutoff valve 5
It can also be applied to a brake device not provided with No. 4 or a brake device including a pressure increasing electromagnetic hydraulic pressure control valve capable of controlling the hydraulic pressure according to the supplied electric energy instead of the pump cutoff valve. Further, the master cylinder 12 may not be of a tandem type as long as it has two pressurizing chambers, and the like, but the present invention is not limited to these examples, and various modifications and improvements are made. Can be carried out.

[Brief description of drawings]

FIG. 1 is a diagram showing a control example of a depressurizing electromagnetic hydraulic pressure control valve by a brake hydraulic pressure control device according to an embodiment of the present invention.

FIG. 2 is a diagram showing an example of the above control.

FIG. 3 is a circuit diagram of a brake device including the brake fluid pressure control device.

FIG. 4 is a view conceptually showing the structure of a pressure-reducing electromagnetic hydraulic pressure control valve 58 included in the brake device.

FIG. 5 is a view conceptually showing the structure of a pressure-reducing electromagnetic hydraulic pressure control valve 62 included in the brake device.

FIG. 6 is a flowchart showing a brake fluid pressure control program stored in a ROM of the brake fluid pressure control device.

FIG. 7 is a flowchart showing the content of execution of S2 of the above flowchart.

FIG. 8 is a table showing a map showing a relationship between a vehicle speed and a road load, which is stored in a ROM of the brake fluid pressure control device.

FIG. 9 is a flowchart showing the content of the execution of S11 of the above flowchart.

FIG. 10 is a flowchart showing the content of execution of S12 of the above flowchart.

FIG. 11 is a diagram showing the content of execution of S12 of the above-mentioned flowchart. .

FIG. 12 is a flowchart showing the contents of the execution of S13 of the above flowchart.

FIG. 13 is a diagram conceptually showing a control mode of a pump device by the brake fluid pressure control device.

FIG. 14 is a diagram showing an example of control of a pump motor by the brake fluid pressure control device.

FIG. 15 is a diagram showing an example of pre-motor control by the brake fluid pressure control device.

16 is a flowchart showing a part of a brake hydraulic pressure control program stored in a ROM of a brake hydraulic pressure control device according to another embodiment of the present invention, and another execution of S13 of the flowchart of FIG. 6 described above. It is a flowchart which shows the content of.

FIG. 17 is a diagram showing a part of a brake fluid pressure control program stored in the ROM of the brake fluid pressure control device according to another embodiment of the present invention, which is another execution of S11 in the flowchart of FIG. 6; It is a figure which shows the content of.

FIG. 18 is a flowchart showing a part of an operation start time motor control program stored in the ROM of the brake fluid pressure control device according to another embodiment of the present invention.

FIG. 19 is a flowchart showing the contents of S12 of the brake fluid pressure control program stored in the ROM of the brake fluid pressure control device according to another embodiment of the present invention.

[Explanation of symbols]

30 pump device 32 high pressure pump 34 Low pressure pump 38 High voltage motor 40 Low voltage motor 58 Electromagnetic hydraulic pressure control valve for pressure reduction 62 Electromagnetic hydraulic pressure control valve for pressure reduction 74 Pump pressure sensor 160 Brake fluid pressure controller

─────────────────────────────────────────────────── ─── Continuation of front page (72) Inventor Shu Shimura 1 Toyota Town, Toyota City, Aichi Prefecture, Toyota Motor Co., Ltd. (56) Reference JP-A-10-119748 (JP, A) JP-A-8-230634 (JP, A) JP 5-330417 (JP, A) JP 8-150919 (JP, A) JP 9-20229 (JP, A) JP 7-251729 (JP, A) International Publication 93/000236 (WO, A1) (58) Fields investigated (Int.Cl. ⁷ , DB name) B60T ⁷ /12-8/96 B60T 13/66

Claims (4)

(57) [Claims] 1. A pump device connected to a brake cylinder, the pump device including at least one pump for discharging hydraulic fluid toward the brake cylinder, and an electric motor for driving the pump, and the hydraulic fluid discharged from the brake cylinder. Is provided between the low pressure source and the brake cylinder,
An electromagnetic hydraulic pressure control valve capable of controlling the hydraulic pressure of the brake cylinder to a magnitude according to the supplied electric energy, and a pressure increasing control means for controlling the hydraulic pressure of the brake cylinder by increasing the pressure of the electromagnetic motor. When, a brake fluid pressure control device and a control device including a pressure reduction control means for reducing the pressure controlling the brake cylinder pressure by controlling the supply of electrical energy, wherein the control device, the liquid of the brake cylinder Pressure demand liquid
When the pressure change gradient is within the preset range,
Stopping the electric motor and controlling the electromagnetic hydraulic pressure
Valve to prevent hydraulic fluid from flowing out of the brake cylinder
Holding control means for switching to the outflow prevention state
If the holding control time by the control means is long, it may be short.
And a holding condition relaxing means for widening the setting range . 2. A pump device connected to a brake cylinder, the pump device including at least one set of a pump for discharging hydraulic fluid toward the brake cylinder and an electric motor for driving the pump, and the hydraulic fluid discharged from the brake cylinder. Is provided between the low pressure source and the brake cylinder,
An electromagnetic hydraulic pressure control valve capable of controlling the hydraulic pressure of the brake cylinder to a magnitude according to the supplied electric energy, and a pressure increase control means for controlling the electric pressure of the brake cylinder to increase the hydraulic pressure of the brake cylinder. And a control device including a pressure reducing control means for reducing the brake cylinder hydraulic pressure by controlling the supplied electric energy , wherein the control device holds a predetermined pressure. The condition is met
If the electric motor is stopped and the electromagnetic
The hydraulic pressure control valve controls the flow of hydraulic fluid from the brake cylinder.
Holding control means for switching to an outflow blocking state for blocking
If the holding control time by the holding control means is long, it is short
In some cases, a holding condition relaxing means for loosening the holding condition is provided.
Brake fluid pressure control device which comprises a. 3. A pump device connected to a brake cylinder, the pump device including at least one pump for discharging hydraulic fluid toward the brake cylinder, and an electric motor for driving the pump, and the hydraulic fluid discharged from the brake cylinder. Is provided between the low pressure source and the brake cylinder,
An electromagnetic hydraulic pressure control valve capable of controlling the hydraulic pressure of the brake cylinder to a magnitude according to the supplied electric energy, and a pressure increase control means for controlling the electric pressure of the brake cylinder to increase the hydraulic pressure of the brake cylinder. And a control device including a pressure reducing control means for reducing the brake cylinder hydraulic pressure by controlling the supplied electric energy , wherein the control device holds a predetermined pressure. The condition is met
In this case, stop the operation of the electric motor and
Holding control that switches the electromagnetic hydraulic pressure control valve to the outflow prevention state
Means and a vehicle equipped with the brake fluid pressure control device
If it is in a stopped state, hold it to loosen the above holding conditions.
A brake fluid pressure control device comprising a condition relaxing means . 4. connected to the brake cylinder, a pump device comprising at least one pair of an electric motor for driving the pump and its pump discharges hydraulic fluid toward the brake cylinder, the hydraulic fluid is allowed to flow out from said brake cylinder Is provided between the low pressure source and the brake cylinder,
An electromagnetic hydraulic pressure control valve capable of controlling the hydraulic pressure of the brake cylinder to a magnitude according to the supplied electric energy, and a pressure increasing control means for controlling the hydraulic pressure of the brake cylinder by controlling the electric motor. When the pressure reduction control means for reducing the pressure controlling the brake cylinder pressure by controlling the supply of electrical energy, predetermined
If the pressure boosting conditions are met, the brake cylinder fluid
Pressure increase command means for issuing a pressure increase command for increasing pressure, and
Based on the sign that the boosting condition is satisfied, the electric motor
Including a control device comprising a pre-motor starting means for Ru is started
A brake fluid pressure control device, wherein the brake fluid pressure control device is a brake fluid pressure control device.
The actual acceleration of a vehicle equipped with
Greater than the estimated acceleration estimated based on the drive torque of
If the vehicle is traveling downhill, the downhill
A pre-motor starting means including a travel detector;
However, if the downhill traveling state is detected by the downhill traveling detection device,
If at least one of the signs is detected,
Motor starting means for traveling downhill to start the electric motor
Brake fluid pressure control device which comprises a.